MASTER 

NEGATIVE 
NO.  95-82511 


16 


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Author: 


New  York  (State) 


Title: 


The  commerce  and  other 
business  of  the... 

Place: 

[New  York] 

Date: 

1914 


r  rjry 

D  I  7 

i»4o 


MASTER   NEGATIVE  # 


COLUMBIA  UNIVERSITY  LIBRARIES 
PRESERVATION  DIVISION 

BIBLIOGRAPHIC  MICROFORM  TARGET 


ORIGINAL  MATERIAL  AS  FILMED  -    EXISTING  BIBLIOGRAPHIC  RECORD 


New  York  (State)  Commission  to  investigate  port  con- 
ditions and  pier  extensions  in  Neiv  York  harhor. 
The  coiiiMierce  and  other  business  of  the  waterways  of 
the  state  of  New  York,  their  relation  to  the  port  of*  New 
York  and  the  ports  of  the  world.  A  tabulation  of  facts 
about  waterborne  trade,  prepared  as  a  reference  for  the 
officials  of  the  nation,  the  city  of  New  York,  and  ...  the 
governor,  Martin  H.  Glynn,  and  the  Legislature,  by 
E.  A.  C.  Smith,  chairman  New  York  state  commission 
to  investigate  port  conditions  and  pier  extensions  in  New 
York  harbor  and  commissioner  of  docks  and  ferries  of  the 
city  of  New  York.    [New  Yorki  1914. 

Oincl.  maps,  tables,    plates,  map.    28'^". 
^Continued  on  next  card) 

14-31822 


1  p.  1.,  ii-vii  3-1 18  p. 


577 

N48 


i  . 


New  York  (State)  Co7nmission  to  investigate  yj^t  con- 
ditions  and  pier  extensions  in  New  York  harhor.  The 
commerce  and  other  business  ...     1914.     (Card  2) 

On  cover:  Commerce  of  the  ports  of  the  world  reviewed  by  the  New 
York  state  commission  to  investigate  port  conditions. 
Two  double  maps  are  paged  ii  and  iii. 


1.  New  York  (City) —Harbor.  2.  Inland  navigation  —  New  York 
(State)'^3.  New  York  (State)— Comm.^.  New  York  (City)— Docks. 
5.  Merchant  marine— U.  S.        i.  Smith,  Robert~A.  C,  1857-  ii.  Title. 


Library  of  Congress 


14-31822 


HE554.N7A5    1914 


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Commerce  of  the  Ports 
OF  THE  World 

REVIEWED  BY  THE  NEW  YORK  STATE 

COMMISSION  TO  INVESTIGATE 

PORT  CONDITIONS 

SCHOOL  O^  Pr  c 


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Columbia  ©nitier^ftp 

intftfCilpofi^rtngork 


LIBRARY 


School  of  Business 


\ 


The  Commerce  and  Other  Business  of  the 
Waterways  of  the  State  of  New  York,  their 
Relation  to  the  Port  of  New  York  and  the 

Ports  of  the  World 


i 


A  Tabulation  of  Facts  about  Waterbome  Trade, 

Prepared  as  a  Reference  for  the  Ofl&cials  of 

the  Nation,  the  City  of  New  York,  and 

The  Honorable 
The  Governor 

Martin  H.  Glynn 
AND  THE  Legislature 


By 

R.  A.  C.  SMITH 

Chairman  New  York  State  Commission  to  Investigate  Port  Conditions 

and  Pier  Extensions  in  New  York  Harbor  and  Commissioner 

of  Docks  and  Ferries  of  the  City  of  New  York 


J 


APRIL  1.  1914 


1 


\ 


XO0-X.*^*-«*<^ 


3 


517 


)\ 


lI 


( 


I 


ALL   OCEAN    WAYS    LEAD    TO    NEW  YORK. 
Thk   Port    of   New    York   and  its    Hinterland  is  a    Magnet  that    Draws    the    Shipping    of    the    Whole    World. 


To 
ALA 

and. 
CANADIj 

PORTS 


\ 


[ii] 


; 


li  J 


THE    PRINCIPAL    PORTS    OF    THE    WORLD    COMPARED    TO    NEW    YORK.         REDUCTION   MADE  TO    SCALE. 


[iii] 


r 

I 


; 


CONTENTS. 

PACK 

Map  :      All  Ocean  Ways  Lead  to  New  York ii 

Map:      'I'he  Principal  Ports  of  the  World  Compared  to  New  York. iii 

Introduc'torv vii 

Pertenta<;e  of  (irowth  of  ForeijL^n  Commerce  at  Leadin<if  Tnited  States  Ports,  by  Decades — 

Coinnu'iitary  on  Table  of  Decades 3 

Tables: 

Total  Value  of  Imports  and  Exports  of  Merchandise  of  the  United  States 6 

\alue  of  Imports  and   Exports  of  Merchandise  at  Atlantic  Ports  and  Percentage  of 

Whole  United    States  7 

Value  of  Imports  and   P'xports  of  Merchandise  at  Leading  L^nited  States  Ports  by 

Decades S 

\alue    of    Imports    and   Exports  of  Merchandise  and  Percentage  of  Whole  United 
States    at   Ports  of: 

New  York  9 

Boston 10 

Philadelphia 11 

Baltimore    12 

New  ( )rleans 13 

Galveston 14 

New  York's  Rank  among  the  Leading  Seaports  of  the  World 15 

World's  Merchant  Marine 19 

Merchant  Marine  of  the  Ignited  States 19 

Ta])les: 

\  alue  of  Imports  and  P'.xports  of  Merchandise  at  the  Ports  of: 

Hamburg —  20 

London 21 

Liverp<M)l 22 

Antwerp  23 

Hongkong  (tons) 23 

River  and  Harlxir  Improvements  at  the  Port  of  New  York 24 

Appropriations  For  the  Improvement  of  the  Rivers  and   Harbors  of  the  United  States  43 

Amount  ExjxMided  by  United  States  I'^pon  Improvement  of  Chaimels  in  the  Harbor  of 

New  York  and  For  Maintenance  of  Same 44 

Expenditures  on   Rivers  and  HarlM)rs  in  New  York  State 45 

State  C'onnnissions  With  Functions  Affecting  Port   Matters  47 

Present  Activities  of  the  City  of  New   York   In  Connection   With    Port    Improvements 

(With  Six  Illustrations) 49 

Numl>er  of  Miles  of  Straight  Water  Front  Measured  Along  the  Shore  Line 63 

Transportiition  By    Water 64 

The  State  and  City  of  New  York  Lead  in  Manufacturing 68 

ivj 


CONTENTS— Continued. 

I'AGE 

Earliest  History  of  Port  of  New  York 70 

Tables : 

Net  Tonnage  of  Vessels  That  Entered  and  Cleared  in  Foreign  Trade  at  Ports  of: 

Hamburg ' 76 

London 77 

Liverpool 77 

Hongkong 78 

Rotterdam 78 

Number  and  Tonnage  of  Vessels  Engaged  in  the  Foreign  Trade  of  the  United  States  79 

Tonnage  of  the  United  States 81 

Distribution  of  Tonnage  of  the  United  States 82  - 

Total  Documented  Gross  Tonnage  of  American  Vessels,  by  Ports 83 

Tonnage   of  Vessels   That  Entered  and  Cleared  at  Seaports  of  United  States,  in 

Foreign  Trade 86 

Shipbuilding  in  the  United  States 86 

Shipbuilding  in  the  State  of  New  York 86 

Value  of  Imports  and  Exports,  State  of  New  York,  by  Ports,   1898-1913 87 

Number  and  Tonnage  of  Vessels  Engaged  in  Foreign  Trade   of  the  United  States 

Which  Have  Cleared  from  the  Ports  of  the  State  of  New  York 88 

Tonnage  of  the  State  of  New  York 89 

Total   Value  of  All  the  Articles  Moved  on  the  Canals  of  New  York  State 90 

The  Tons  of  Total  Movement  of  Articles  on  All  the  Canals  of  New  York  State  in 

Ten- Year  Periods,  1840  to  1900,  and  Yearly  Thereafter 91 

Transportation  on  the  Canals  of  the  State  of  New  York 92 

Waterborne  Traffic  of  State  of  New  York 93 

Number  and  Tonnage  of  Vessels  Belonging  to  the  Northern  Lake  Ports 94 

Number  and  Tonnage  of  Vessels  Engaged  in  the  Foreign  Trade  of  the  United  States : 

Entered — Steam  Vessels. 95 

Entered — Sailing  Vessels 98 

Cleared — Steam  Vessels 99 

Cleared — Sailing  Vessels 101 

Number  and  Tonnage  of  Vessels  Owned  in  the  City  of  New  York 102 

Rates  of  Wharfage  103 

The  Port  of  New  York — Boundaries  and  Port  Charges 104 


[v] 


i 


INTENTIONAL  SECOND  EXPOSURE 


" 
* 


■■! 


)< 


CONTEXTS. 

I'AOK 

Map  :      All  Ocean  Ways  I^ead  to  New  York ii 

AI.ip:      The  Principal  Ports  of  the  World  Compared  to  New  York Hi 

Introductory vii 

Percentage  of  (irowth  of  Foreijjfn  Commerce  at  Leadiny;  C^nited  States  Ports,  l)y  Decades — 

Connnentary  on  Table  of  Decades 3 

Tables : 

Total   Value  of  Imports  and  Exports  of  Merchandise  of  the  United  States 6 

\  alue  of  Imports  and   Exports  of  Merchandise  at  Atlantic  Ports  and  Percentajre  of 

Whole   I  'nited    States 7 

\  alue  of  Imports  and  Exports  of  Merchandise  at   Leading  United  States  Ports  by 

Decatles 8 

Value    of    Imports    and  Exports  of  Mercliandise  and  Percentage  of  VV'hole   United 
States    at   Ports  of: 

New   York  9 

Hoston 10 

Philadelphia 11 

Baltimore 12 

New  ( )rleans 13 

(ialveston 14 

New  York's  Rank  among  the  Leading  Seaports  of  the  World 15 

World's  Merchant   Marine 19 

Merchant  Marine  of  the  United  States 19 

'I'ables : 

Value  of  Imports  and  Exports  of  Merchandise  at  the  Ports  of: 

1  lam  burg 20 

I  .ondon 21 

LiverjMM)! 22 

Antwerp  28 

Hongkong  (tons) 23 

River  and  Harbor  Improvements  at  the  Port  of  New  York 24 

Appropriations  For  the  Improvement  of  the  Rivers  and   Harbors  of  the  United  States  43 

Amoimt  Expended  by  United  States  Up(m  Improvement  of  Channels  in  the  Harbor  of 

New  York  and  For  Maintenance  of  Same 44 

Expenditures  on   Rivers  and  Harbors  in  New  York  State 45 

State  Connnissions  VVith  Functions  Affecting  Port   Matters  47 

Present   Activities  of  the  City   of  New   York   In   Coimection   W'ith    Port    Improvements 

(With  Six  Illustrations) 49 

Ninnl>er  of  Miles  of  Straight  Water  Front  Measured  Along  the  Shore  Line 63 

Transportation   Hy    Water 64 

'I'he  Shite  and  City  of  New  York  Lead  in  Maiuifacturing  68 

[ivj 


CONTENTS— Continued. 

TAGE 

Earliest  History  of  Port  of  New  York 70 

Tables : 

Net  Tonnage  of  Vessels  That  Entered  and  Cleared  in  Foreign  Trade  at  Ports  of: 

Hamburg .' 76 

London 77 

Liverpool 77 

Hongkong 78 

Rotterdam 78 

Number  and  Tonnage  of  Vessels  Engaged  in  the  Foreign  Trade  of  the  United  States  79 

Tonnage  of  the  United  States 81 

Distribution  of  Tonnage  of  the  United  States 82  » 

Total  Documented  Gross  Tonnage  of  American  Vessels,  by  Ports 83 

Tonnage   of  Vessels   That  Entered  and  Cleared  at  Seaports  of  United  States,  in 

Foreign  Trade 86 

Shipbuilding  in  the  United  States 86 

Shipbuilding  in  the  State  of  New  York 86 

Value  of  Imports  and  Exports,  State  of  New  Y'ork,  by  Ports,   1898-1913 87 

Number  and  Tonnage  of  Vessels  Engaged  in  Foreign  Trade   of  the  United  States 

Which  Have  Cleared  from  the  Ports  of  the  State  of  New  York 88 

Tonnage  of  the  State  of  New  Y'^ork 89 

Total   Value  of  All  the  Articles  Moved  on  the  Canals  of  New  York  State 90 

The  Tons  of  Total  Movement  of  Articles  on  All  the  Canals  of  New  York  State  in 

Ten-Y"ear  Periods,  1840  to  1 900,  and  Yearly  Thereafter 91 

Transportation  on  the  Canals  of  the  State  of  New  York , 92 

Waterbome  Traffic  of  State  of  New  York 98 

Number  and  Tonnage  of  Vessels  Belonging  to  the  Northern  Lake  Ports 94 

Number  and  Tonnage  of  Vessels  Engaged  in  the  Foreign  Trade  of  the  United  States : 

Entered — Steam  Vessels. ; 95 

Entered — Sailing  Vessels 98 

Cleared — Steam  Vessels 99 

Cleared — Sailing  Vessels 101 

Number  and  Tonnage  of  Vessels  Owned  in  the  City  of  New  York 102 

Rates  of  Wharfage  108 

The  Port  of  New  York — Boundaries  and  Port  Charges 104 


[v] 


f 

i 


y. 


lit 


ILLUSTRATIONS . 

As  it  will  finally  appear opposite 

Manhattan's  new  1000-foot  piers   and   slips opposite 

Planning   for   dispatch opposite 

Plan  for  1000-foot  dry  dock  at  South  Brooklyn opposite 

Territory  where  Manhattan's  long  piers  are  to  be  reared,  as  it  appeared  before 

the  work   was   b^in opposite 


PAGE 

51 
50 
52 
53 

49 


P      I 


MAPS. 

All  Ocean  Ways  Lead   to  New  York 

Showing  boundaries  of  the  port  and  harbor   of  New  York opposite 

The  Principal  Ports  of  the  World  Compared  with  New  York 


n 

63 

•  •• 

lU 


H 


[vi] 


] 


INTRODUCTORY. 

The  New  York  State  Commission  to  Investigate  Port  Conditions  and  Pier 
Extensions  in  New  York  Harbor  created  under  the  Laws  of  New  York  of  1911, 
Chapter  734,  has  been  requested  from  many  sources  ,for  information  such  as  is 
contained  herein.  These  requests  and  facts  developed  by  the  State  Commission  in 
its  work  have  made  it  necessary  for  the  benefit  of  commerce,  to  compile  the  data 
and  figures  in  these  tables  and  forms. 

Members  of  Congress  and  other  legislative  bodies  especially  have  inquired  for 
the  figures  here  that  have  been  brought  down  to  date  wherever  practical.  The 
assembling  of  this  information  is  intended  to  be  completely  informative  and  a 
summary  of  the  activities  of  the  Commission  in  its  work  for  the  benefit  of  the 
commerce  of  the  State.  It  is  intended  as  a  reference  volume  for  officials  of  the 
Nation,  State  and  City  of  New  York  in  their  deliberations  on  matters  affecting  the 
commerce  of  the  Nation  as  affected  by  the  Port  of  New  York. 

An  examination  and  survey  of  the  East  River,  including  Hell  Gate  and 
tributary  channels,  was  specially  authorized  by  Congress,  and  under  the  direction  of 
the  Secretary  of  War,  Colonel  William  M.  Black,  U.S.A.,  Engineer  Corps  and 
Engineer  in  Charge  of  the  First  New  York  District,  completed  his  report  thereon 
in  February,  1912. 

This  Commission  found  that  there  was  a  general  lack  of  understanding  and 
interest  in  the  project,  and  to  arouse  interest  called  a  public  hearing  which  was 
held  in  the  Aldermanic  Chamber  of  the  City  Hall,  New  York  City  in  February  1912. 
From  that  time  the  Commission  has  been  actively  behind  this  project  to  the  end  that 
it  might  be  adopted  as  being  of  vital  importance  to  the  port,  meaning  as  it  did 
improvements  to  be  made  in  that  portion  of  the  harbor  now  lacking  adequate  and 
safe  approaches  to  the  shore  and  docks. 

The  adoption  of  the  project  means  much  to  the  commerce  of  the  country 
and  to  the  port  ;  it  also  means  an  improved  navigable  channel  to  the  East  through 
the  Sound,  available  for  the  larger  type  of  vessels,  which  cannot  now  use  that 
entrance  to  New  York  Harbor. 

Following  there  is  a  summary  of  appropriations  by  the  Government  for  work 
in  New  York  Harbor.  In  addition  to  that  there  is  a  tabulation  of  the  moneys 
expended  by  the  Government  for  waterway  improvements  in  the  Nation.  In  order 
are  the  figures  of  the  growth  and  development  of  maritime  commerce  in  the  Nation, 
State  and  the  comparisons  with  foreign  ports. 

The  data  concerning  the  Dock  Department  of  the  City  of  New  York  are  of 
special  consequence  at  this  time.  They  show  conclusively  that  the  administrative  branch 
of  the  New  York  City  government  charged  with  the  Executive  work  of  carrj^ing  out 
the  port's  development  is  making  material  headway  in  the  large  operations  that 
must  be  successfully  executed  to  keep   New  York  in  the  place   of  first  port. 

Other  tables  and  data  here  have  been  included  because  of  demand  from 
some  responsible  source  for  the  information  they  contain. 

[vii] 


i'v 


ll 


PERCENTAGES  OF  GROWTH  OF  FOREIGN  COMMERCE  AT 
LEADING  UNITED   STATES  PORTS,    BY  DECADES. 

The  figures  of  the  value  of  the  foreign  commerce  of  the  leading  ports  of  the 
United  States,  showing  the  average  value  of  imports,  exports  and  their  total,  for 
each  decade  beginning  with  1860,  and  extending  to  1913,  inclusive,  are  given. 
Those  tables  have  been  analyzed  here  to  obtain  their  percentage  of  growth  by  decades, 
and  are  presented  in  the  following  table : 

TABLE   SHOWING   PERCENTAGES   OF   GROWTH   OF   FOREIGN   COMMERCE   AT    LEADING 

UNITED  STATES  PORTS. 

1871  to  1880  over  1881  to  1890  over  1891  to  1900  over  1901  to  1910  over  1911  to  1913  over 

1861  to  1870  1871  to  1880  1881  to  1890  1891  to  1900  1901  to  1910 

PORTS  Percentages  of  Percentagres  of  Percentages  of  Percentages  of  Percentages  of 

Imp's   Exp's    Total    Imp's    Bxp's  Total    Imp's    Exp*8   Total    Imp's      Exp's   Total   Imp's    Ezp's   Total 

NEW  YORK 57.1  95.8  71.8  38.8    26.0  27.6  6.4  16.9  10.9  42.8  44.8  43.4  88.8  46.1    42.9 

Boston 45.7  148.5  73.9  21.4    88.9  47.5  7.5  54.2  31.6  41.2  1.9*  15.2  35.3  26.4»    4.6 

NewOrleans 92.8  121.6  116.9  15.3*    9.4  5.8  447  11.6  15.3  128.7  55.2  65.8  101.6  9.2    27.1 

Galveston 580.2  359.1  870.0  4.3*36.1  33.8  18.3*159.4  148.2  213.4  194.0  194.5  54.1  59.8    59.7 

Philadelphia 104.8  191.3  146.4  63.0    12.2  36.2  31.1  38.4  34.6  27.1  62.5  44.7  36.1  11.6*    9.4 

Baltimore 147.0  254.4  199.0  43.4«  50.8  12.1  2.2  69.4  55.4  92.4  3.8  15.8  16.8  8.5    10.3 

♦Decline 


COMMENTARY   ON   THE    TABLE    OF   DECADES. 

During  the  five  years  preceding  the  Civil  War,  exports  from  the  port  of  New 
Orleans  exceeded  those  of  any  other  port  of  the  United  States.  The  effect  of  the 
Civil  War  was  to  divert  exports  from  New  Orleans  to  Atlantic  ports,  and  New 
Orleans  has  not  since  regained  supremacy.  In  1914  she  ranks  third.  New  York  is 
first  and  Galveston  second.  Between  1861  and  1870  Galveston  was  the  sixth  port  in 
the  value  of  foreign  business.  That  was  also  true  during  the  three  succeeding  decades. 
Galveston  from  1891  to  1900,  possessed  a  foreign  commerce  slightly  greater  in 
value  than  Boston  possessed  during  the  decade  between  1861  and  1870, 
when  Boston  was  the  second  port  in  the  value  of  its  foreign  commerce.  The  changes 
that  have  occurred  in  relative  importance  of  the  leading  ports  of  the  United  States  in 
value  of  imports  and  exports  is  noteworthy. 

The  average  value  of  foreign  commerce  of  the  port  of  Boston  during  the  entire 
five  decades  between  1861  and  1910,  except  that  between  1871  and  1880,  placed  her 
second  to  the  port  of  New  York,  but  in  the  last  three  years  Galveston  and  New  Orleans 
have  each  passed  Boston.  Now,  in  1914,  Boston  ranks  fourth  in  value  of  foreign 
commerce,  Galveston  for  four  of  the  five  decades  in  sixth  place,  is  now  second. 

New  Orleans  ranked  third  during  the  first  decade  included  in  the  above  total 
and  still  holds  that  place  and  is  the  only  port  that  holds  relatively  the  same  position 
now  that  it  held  fifty  years  ago.    During  one  decade,   however  (1871    to    1880),  New 

[3] 


;&^ 


^:Tit 


Orleans  ranked  second  to  New  York  in  the  value  of  her  foreign  commerce.  New 
York's  primacy  has  not  been  impaired  during  more  than  fifty  years.  The  value  of 
the  imports  and  exports  of  the  Port  of  New  York  are  today  nearly  twice  the  com- 
bined values  of  that  of  the  five  ports  next  in  their  order  in  the  United  States.  During 
the  first  decade  covered  by  the  above  table  the  value  of  the  foreign  commerce  of  the 
port  of  New  York  was  more  than  two-and-one-half  times  greater  than  that  of  the  next 
five  leading  American  seaports.  In  the  second  decade  New  York  still  possessed  double 
the  foreign  commerce  of  its  five  nearest  rivals,  in  the  third  decade  New  York's  foreign 
commerce  more  than  doubled  that  of  the  other  five  ports.  New  York's  proportion 
was  less  than  double  during  the  decade  between  1891  and  1900,  and  it  was  but  little 
more  than  50  per  cent,  greater  than  all  of  the  other  five  ports  during  the  decade 
between  1901  and  1910.  If  New  York  manages  to  hold  the  position  throughout  the 
current  decade  that  it  has  held  for  the  first  three  years  of  it,  its  foreign  commerce  is 
likely  to  be  twice  as  valuable  as  that  of  the  five  next  leading  American  seaports. 

Boston,  as  the  figures  demonstrate,  has  practically  stood  still  during  the  past 
decade  and  a  third.  Between  1871  and  1900  New  Orleans  made  small  relative  progress. 
Philadelphia  has  made  steady  progress  during  the  last  four  decades,  the  same  is  to  be 
said  of  Baltimore. 

Galveston's  growth,  which  has  been  almost  wholly  in  exports,  is  largely  due  to 
the  development  of  our  cotton  crops  and  their  large  increase  in  value.  To  increase  a 
foreign  conmierce  valued  at  but  three  and  one-third  millions  of  dollars  in  value  to  that 
of  $245,000,000  in  forty  years  is  remarkable.  So  long  as  the  growth  of  our  cotton  crop 
maintains  its  present  progress,  and  values  maintain  their  present  scale,  Galveston 
is  likely  to  steadily  forge  ahead,  but  as  an  export  port. 

Statistics  of  the  value  of  foreign  trade  of  the  next  five  leading  United  States 
seaports  fails  to  disclose  anything  menacing  to  the  Port  of  New  York.  New  York 
seems  to  be  abundantly  able  to  hold  her  own.  It  is  in  imports,  of  course,  that  New 
York  signally  outranks  all  other  American  ports.  Over  one  billion  dollars  is  now  the 
annual  value  of  the  imports  at  the  Port  of  New  York,  while  only  at  the  Port  of  Boston 
does  the  annual  value  of  imports  exceed  one  hundred  and  forty  million  dollars,  as  will 
be  shown  in  the  statistics  of  growth  year  by  year,  although  not  revealed  in  the  decade 
periods. 

New  York's  stability  as  a  great  port  is  shown  in  the  evenness  of  its  imports  and 
exports.  Although  the  value  of  the  latter  does  not  reach  that  of  imports,  in  bulk, 
which  is  the  essential  consideration  with  shipping,  the  exports  largely  exceed  the 
imports.    The  Port  of  New  York  is  notable,   above   its   rival   sister   ports,   for   its 

[4] 


«> 


4 

!l 


4   V 


^ 


superior  ability  to  furnish  return  cargoes  to  vessels  bringing  it  imports.  This  is  a  con- 
sideration that  is  sure  to  make  New  York  more  and  more  attractive  to  the  ships  of  the 
world  that  seek  to  carry  on  the  foreign  commerce  of  the  United  States. 

During  the  year  1880  there  was  a  great  gain  in  the  foreign  commerce  of  the 
United  States,  and  in  all  of  the  ports,  with  the  single  exception  of  Galveston.  This 
increase  amounted  to  $350,000,000,  an  increase  of  one-third  over  the  previous  year. 
The  gain  at  the  Port  of  New  York  was  more  than  $241,000,000,  an  increase  slightly 
more  than  one-third.  But  during  the  succeeding  twenty  years  the  value  of  the  foreign 
conimerce  of  the  Port  of  New  York  did  not  average  any  higher  than  it  attained 
during  the  single  year  of  1880.  It  was  that  long  period  of  stagnation  that  gave  rise 
to  the  alarm  of  New  Yorkers,  and  led  to  the  widespread  discussion  of  its  "loss  of 
foreign  commerce,"  and  the  appointment  by  Governor  Black,  in  1898,  of  the  New 
York  Commerce  Commission,  to  "study  the  subject  of  New  York's  commerce,  the 
cause  of  its  decline  and  the  means  for  its  revival."  That  commission  filed  its  final 
report  with  Governor  Roosevelt  in  1900,  before  which  time,  however,  New  York  had 
taken  on  a  new  growth,  and  during  the  years  that  succeeded  its  foreign  commerce  has 
grown,  proportionately,  more  rapidly  than  that  of  all  of  the  Atlantic  ports  of  the 
United  States  combined,  and  even  slightly  more,  proportionately,  than  the  foreign 
commerce  of  the  entire  nation  has  grown. 

More  latterly— indeed,  during  the  whole  of  the  past  fifteen  years— it  has  not 
been  so  much  the  loss  of  its  c6mmerce  that  the  Port  of  New  York  has  had  to  fear,  as 
its  ability  to  take  care  of  that  offering. 

The  rapid  growth  of  ocean  steamships,  of  which  the  largest,  longest  and  deepest 
that  are  built  come  to  the  Port  of  New  York,  has  of  recent  years  entailed  large  appro- 
priations for  new  piers  and  slips  for  their  adequate  accommodation,  in  the  construction 
of  which  the  City  of  New  York  is  at  present  engaged. 

TONNAGE  OF  VESSELS  IN    FOREIGN  TRADE  THAT  ENTERED  AT  LEADING  UNITED 

STATES    PORTS   BY  SINGLE  YEARS  FROM   1830   TO  1880,  AND  AVERAGE 
ANNUAL   TONNAGE    BY   DECADES  FROM   1881-1913 


1830 

1841 

1850 

1860 

1870 

1880 

1881-90.. 
1891-00.. 
1901-10.. 

1911-13.. 


New  York, 

N.Y. 


Entered 
Tons 


305,181 

547,694 
1,145,331 
1,973,812 
3,093,186 
7,611,282 

6,181,931 

7,241,695 

10,516,817 

13»855,625 


27.7 

23.9 

30.5 

39.4 

49. 

49.9 

45.6 
38.3 
38.8 

39.5 


Philadelphia, 
Pa. 


Entered 
Tons 


77,016 

39,070 

132,370 

182,162 

300,006 

1,391,312 

1,093,541 
1,566,639 
2,112,097 
2,752,350 


7. 
1.7 
3.5 
3.6 

4.8 
9.1 

8.0 
8.3 

7.8 

7.8 


Boston,  Mass. 


Entered 
Tons 


113,238 
291,323 
478,859 
718,587 
793,927 
1,347,447 

1,327,234 
1,816,206 
2,761,388 

2,951,322 


% 


10.3 
12.7 
12.8 
14.3 
12.6 
8.8 

9.8 

9.6 

10.1 

8.4 


New  Orleans, 
La. 


Entered 
Tons 


349,949 
632,398 
458,447 
760,910 

759,458 
1,224,376 
1,789,421 

2,259,656 


% 


9.3 
12.6 
7.3 
5. 

5.6 
6.4 
6.6 
6.4 


Baltimore,  Md. 


Entered 
Tons 


61,121 
89,748 
99,588 
186,417 
272,290 
1,502,713 

744,153 
1,115,134 
1,377,365 
1,355,106 


5.5 
3.9 
2.7 
3.7 
4.3 
9.8 

5.5 
5.9 

5.0 
3.8 


Galveston,  Tex. 


Entered 
Tons 


2,987 

32,263 

31,555 

117,972 

134,808 
474,743 
867,963 

1,099,765 


.08 
.06 
.05 
.07 

.1 
2.5 
3.2 

3.1 


[5] 


TOTAL  VALUE  OF  IMPORTS  AND  EXPORTS  OF  MERCHANDISE 

OF  THE  UNITED  STATES 


^.t^ 


Fiscal  Years 

Value  of  Imports 

Value  of  Exports 

Value  of  Imports  and 
Exports 

1790   

$23,000,000 

91,262,768 

85,400,000 

74,450,000 

62,720,956 

98,258,706 

173,509,526 

353,616,119 

435,958,408 

667,964,746 

642,664,628 
724,639,574 
723,180,914 
667,697,693 
577,527,329 
635,436,136 
692,319,768 
723,957,114 
745,131,652 
789,310,409 

844,916,196 
827,402,462 
866,400,922 
654,994,622 
731,969,966 
779,724,674 
764,730,412 
616,049,664 
697,148,489 
849,941,184 

823,172,165 
903,320,948 
1,025,719,237 
991,087,371 
1,117,513,071 
1,226,562,446 
1,434,421,425 
1,194,341,792 
1,311,920,224 
1,556,947,430 

1,527,226,105 
1,653,264,934 
1,812,978,234 

$20,206,166 

70,971,780 

66,757,970 

69,691,669 

71,670,735 

123,668,932 

144,375,726 

333,576,057 

392,771,768 

835,638,658 

902,377,346 
750,642,257 
823,839,402 
740,513,609 
742,189,755 
679,524,830 
716,183,211 
695,954,507 
742,401,375 
857,828,684 

884,480,810 

1,030,278,148 

847,665,194 

892,140,672 

807,538,165 

882,606,938 

1,050,993,556 

1,231,482,330 

1,227,023,302 

1,394,483,082 

1,487,764,991 
1,381,719,401 
1,420,141,679 
1,460,827,271 
1,518,561,666 
1,743.864,500 
1,880,851,078 
1,860,773,346 
1,663,011,104 
1,744,984,720 

2,049,320,199 
2,204,322,409 
2,465,884,149 

$43,205,156 

162,224,548 

152,157,970 

144,141,669 

144,366,428 

239,227,465 

330,037,038 

762,288,660 

828,730,176 

1,503,592,304 

1,545,041,974 
1,475,181,831 
1,547,020,316 
1,408,211,302 
1,319,717,084 
1,314,960,966 
1,408,502,979 
1,419,911,621 
1,487,533.027 
1,647,139,093 

1,729,397,006 
1,857,680,610 
1,714,066,116 
1,647,135,194 
1,539,508,130 
1,662,331,612 
1,815,723,968 
1,847,531,984 
1,924,171,791 
2,244,424,266 

2,310,937,156 
2,285,040,349 
2,445,860,916 
2,451,914,642 
2,636,074,737 
2,970,426,946 
3,315,272,503 
3,055,115,138 
2,974,931,328 
3,301,932,150 

3,576,546,304 
3,857,587,343 
4  278  862  383 

1810 

1820 

1830 

1840 

1850 

I860  

1870 

1880 

1881 

1882 

1883 

1884 

1885 

1886 

1887 

1888 

1889 

1890 

1891 

1892 

1893 

1894 

1895 

1896 

1897 

1898 

1899 

1900 

1901 

1902 

1903 

1904 

1905 

1906 

1907 

1908 

1909   

1910 

1911 

1912 

1913 

«> 


f 


h||^ 


VALUE  OF  IMPORTS  AND  EXPORTS  OF  MERCHANDISE  AT  ATLANTIC  PORTS 

AND  PERCENTAGE  OF  WHOLE  UNITED  STATES 


Fiscal 

Value  of 

Per 

Value  of 

Per 

Total 

Per 

Years 

Imports 

Cent 

Exports 

Cent. 

Value 

Cent. 

1860 

$304,576,874 

86.13 

$160,215,768 

48.03 

$464,792,642 

67.63 

1870 

370,613,980 

84.32 

293,440,129 

74.71 

664,054,109 

80.12 

1880 

689,623,936 

88.27 

651,413,193 

77.95 

1,241,037,129 

82.53 

1881 

652,949,557 

86.04 

687,024,077 

76.00 

1,239,973,634 

80.25 

1882 

620,455,563 

85.62 

556,823,209 

74.19 

1,177,278.762 

79.80 

1883 

625,153,920 

86.44 

597,387,924 

72.51 

1,222,541,844 

79.01 

1884 

683,397,462 

87.37 

542,779,590 

73.29 

1,126,177,052 

80.00 

1885 

481,844,535 

83.43 

563,743,207 

75.91 

1,045,587.742 

79.23 

1886 

533,641,664 

83.98 

505,361,562 

74.38 

1,039,003,116 

79.00 

1887.... 

578,039,609 

83.49 

538,942,998 

75.25 

1,116,982,607 

79.33 

1888 

595,776,426 

79.03 

522,695,810 

72.22 

1,118,472,236 

79.43 

1889 

609,888,373 

81.84 

548,010,836 

73.81 

1,157,899,209 

77.84 

1890 

653,534,537 

82.82 

628,864,721 

73.30 

1,282,399,258 

77.85 

1891 

697,964,807 

82.56 

637,454,280 

72.07 

1,335,419,087 

77.23 

1892 

689,457,889 

83.32 

753,106,829 

73.09 

1,442,564,718 

77.70 

1893 

717,360,074 

82.79 

624,278,332 

73.76 

1,341,638,406 

78.27 

1894 

537,643,885 

82.08 

670,266,025 

75.12 

1,207,909,910 

78.21 

1895 

613,737,342 

83.84 

590,392,743 

74.34 

1,204,130,085 

78.18 

1896 

646,204,456 

82.75 

635,841,697 

72.09 

1.281,046,153 

76.56 

1897 

639,407,219 

83.61 

733,204,968 

68.81 

1,372,612,187 

75.62 

1898 

502,145,575 

81.51 

862,325,006 

70.01 

1,364,470,581 

73.83 

1899 

576,163,388 

82.65 

870,754,673 

70.97 

1,446,918,061 

75.19 

1900 

693,112,563 

81.55 

963,569,447 

69.10 

1,656,682,010 

73.81 

1901 

670,622,399 

81.47 

1,002,840,573 

67.41 

1,673,462,972 

72.42 

1902 

724,370,676 

80.19 

895,444,758 

64.81 

1.619,815,434 

70.89 

1903 

821,251,923 

80.07 

904,171,980 

63.68 

1,725,423,903 

70.54 

1904 

779,237,183 

78.62 

897,106,123 

61.41 

1,676,343,306 

68.37 

1905 

888,238,697 

79.50 

917,349,861 

60.41 

1,805,588,558 

68.50 

1906 

974,562,799 

79.45 

1,061,778,069 

60.88 

2,036,340,868 

68.56 

1907 

1,133,032,203 

79.00 

1,079,770,229 

57.41 

2,212,802,432 

66.75 

1908.... 

907,184,563 

75.95 

1,155,761,363 

62.11 

2,062,945,926 

67.52 

1909 

1,018,847,312 

77.66 

976,962,769 

58.74 

1,995,810,081 

67.08 

1910 

1,227,154,723 

78.83 

1,018,143,541 

58.35 

2,245,298,264 

68.00 

1911 

1,163,540,071 

76.19 

1,166,468,899 

56.92 

2,330,008,970 

63.75 

1912 

1,268,100,584 

76.71 

1,262,679,331 

57.28 

2,530,779,915 

65.57 

1913.... 

1,375,819,835 

75.88 

1,348,911,300 

55.14 

2,724,731,135 

63.67 

[7] 


[6] 


,?=*•! 


i^'Vy 


VALUE     OF     IMPORTS     AND     EXPORTS     OF     MERCHANDISE     AT     LEADING 

UNITED  STATES  PORTS  BY  DECADES 


Fiscal 
Year 


1861-70 


1871-80 


1881-90 


1891-00 


1901-10 


1911-13 


PORTS 


New    York  • . 

Boston 

New  Orleans 
Philadelphia  • 
Baltimore  •  •  • 
Galveston  .  •  • 

New  York-  ■ 
New  Orleans. 
Boston . . . .  ■ 
Baltimore  •  •  • 
Philadelphia  • 
Galveston  .  •  • 

New    York  • . 

Boston 

New  Orleans. 
Philadelphia . 
Baltimore  •  •  • 
Galveston  .  •  • 

New    York  .  • 

Boston 

New  Orleans. 
Baltimore  ■  •  • 
Philadelphia  •  • 
Galveston  .  • . 

New    York  .  • 

Boston 

New  Orleans. 
Galveston  . .  • 
Philadelphia  • 
Baltimore  •  •  • 

New  York  .  • 
Galveston  .  •  • 
New  Orleans. 

Boston 

Philadelphia  - 
Baltimore  •  •  • 


Average 

Annual  Value 

of  Imports 


227,408,703 

35,967,959 

6,884,028 

11,616,632 

9,691,370 

221,405 


Per 
Cent 


64.8 

10.2 

1.9 

3.2 

2.7 

.06 


357,430,909 

66.7 

13,244,561 

2.4 

52,421,466 

9.7 

23,542,156 

4.4 

23,584,576 

4.4 

1,383,235 

.2 

460,475,898 

66.3 

63,637,221 

9.2 

11,195,278 

1.6 

38,478,519 

5.5 

13,333,911 

1.9 

1,322,914 

.1 

490,142,932 

64.2 

68,463,638 

9.0 

16,207.859 

2.1 

13,630,713 

1.7 

50,450,865 

6.4 

1.080,312 

.1 

697,726,032 

60.5 

96,669,251 

8.3 

37,079,867 

3.1 

3,385,920 

.2 

64,125,104 

5.5 

26,231,394 

2.2 

968,542,546 

58.1 

5,220,447 

.3 

74,737,094 

4.4 

130,829,969 

7.6 

87,391,503 

5.3 

30,502,680 

2.1 

Average 

V^r 

Annual  Value 

Cent. 

of  Exports 

137,648,066 

34.5 

13,397,628 

3.3 

35,695,965 

8.9 

10,697,226 

2.6 

9,636,169 

2.4 

3,133,547 

.8 

269,565,783 

45.7 

79,120,011 

13.4 

33,422,197 

5.6 

34,151,144 

52 

31,162,248 

5.7 

14,387,692 

2.4 

339,724,966 

44.4 

63,135,671 

8.2 

86,612,929 

11.2 

36,093,616 

4.7 

51,334,249 

6.6 

19,682,955 

2.4 

397,291,510 

38.8 

97,360,668 

9.7 

96,730,005 

9.5 

86,898,808 

8.4 

49,963,545 

4.7 

51,069,128 

4.7 

575,271,730 

35.5 

95,422,645 

5.8 

150,172,374 

9.3 

150,182,062 

9.3 

81,215,180 

5.0 

90,218,198 

5.6 

840,815,693 

37.4 

240,036,290 

10.6 

163,992,160 

7.2 

70,259,636 

3.1 

71,780,485 

3.2 

97,935,387 

4.3 

Average  Annual 

vSue  of 

Imports  and  Exports 


365,056,769 
49,365,587 
42,579,993 
22,213,858 
19,327,539 
3,354,952 

626,996,692 
92,364,572 
85,843,663 
57,693,300 
54,746,824 
15,770,927 

800,200,864 
126,772,892 
97,808,207 
74,572,135 
64,668,160 
21,005,869 

887,434,442 
165,824,306 
112,937,864 
100,529,521 
100,414,410 
52,149,440 

1,272,997,762 
192,091,896 
187,252,261 
153,567,982 
145,340,284 
116,449,592 

1,809,358,239 
245,256,737 
238,729,254 
201,089,605 
159,071,988 
128,438,067 


Per 
Cent. 


48.7 
6.5 
5.7 
3. 
2.5 
.4 

55.7 
8.2 
7.6 
5.0 
5.0 
L4 

55.1 
8.6 
6.7 
5.2 
4.4 
1.4 

49.6 
9.3 
6.3 
5.7 
5.6 
2.8 

45.9 
7.0 
6.8 
5.4 
5.2 
4.2 

46.2 
6.2 
6.0 
5.4 
4.0 
3.4 


t> 


f 


[8] 


VALUE  OF  IMPORTS  AND  EXPORTS  OF  MERCHANDISE  AT  THE  PORT  OF  NEW  YORK 

AND  PERCENTAGE  OF  WHOLE  UNITED  STATES 


Fiscal 

Value  of 

Per 

Value  of 

Per 

Value  of  Imports 

Per 

Years 

Imports 

Cent. 

Exports 

"  Cent. 

and  Exports 

Cent. 

1860.  ... 

$231,310,086 

65.4 

$80,047,978 

24.0 

$311,358,064 

45.3 

1870 

281,048,813 

64.4 

159,919,679 

40.7 

440,968,492 

63.2 

1880 

459,937,153 

68.8 

392,560,090 

43.9 

852,497,243 

66.6 

1881 

435,450,905 

67.7 

407,181,024 

45.1 

842,641,929 

54.6 

1882 

493,060,891 

68.0 

344,503,775 

45.9 

837,564,666 

66.7 

1883 

496,005,276 

68.6 

361,425,361 

43.8 

857,430,637 

55.4 

1884 

465,119,630 

68.1 

329,883,267 

44.5 

796,002,897 

56.4 

1885 

380,077,748 

65.8 

344,514,761 

46.5 

724,592,509 

54.9 

1886 

419,338.932 

66.0 

314,329,411 

46.2 

733,668,343 

65.7 

1887.  ... 

456,698,631 

65.9 

316,347,219 

44.1 

773,045,850 

64.8 

1888 

470,426,774 

64.8 

310,627,496 

44.6 

781,054,270 

55.0 

1889 

472,153,507 

63.3 

319,385,555 

43.0 

791,054,270 

55.0 

1890 

616,426,693 

65.3 

349,051,791 

40.6 

865,478,494 

52.6 

1891 

537,786,007 

63.6 

346,528,847 

39.0 

884,314,864 

51.1 

1892 

536,538,112 

64.8 

413,952,783 

40.1 

960,490,895 

51.1 

1893 

548,558,593 

63.3 

347,967,717 

41.2 

896,516,310 

52.3 

1894 

415,795,991 

63.6 

369,146,366 

41.4 

784,942,356 

50.6 

1895..... 

477,741,128 

65.2 

325,580,062 

40.3 

803,321,190 

52.1 

1896 

499,327,920 

64.1 

354,274,941 

40.1 

853,602,861 

51.3 

1897 

480,603,590 

62.7 

391,679,907 

37.2 

872,283,498 

48.0 

1898 

402,281,050 

65.3 

445,515,794 

36.2 

847,796,844 

45.9 

1899 

465,559,650 

66.7 

459,444,217 

37.4 

925,003,867 

47.6 

1900 

537,237,282 

63.2 

518,834,471 

35.6 

1,056,071,763 

47.0 

1901 

527,259,906 

64.0 

629,592,978 

35.6 

1,056,852,884 

46.7 

1902 

559,930,849 

61.9 

490,361,695 

35.5 

1,050,292,544 

46.9 

1903 

618,705,662 

61.5 

605,829,694 

35.6 

1,124,535,356 

45.9 

1904 

600,171,033 

60.5 

606,808,013 

34.7 

1,106,979,046 

45.1 

1905 

679,629,256 

60.8 

524,726,005 

34.5 

1,204,365,261 

45.7 

1906 

734,350,823 

59.9 

607,160,314 

34.8 

1,341,611,137 

45.5 

1907 

853,696,952 

59.5 

627,949,857 

33.3 

1,481,646,809 

44.7 

1908 

688,215,938 

57.6 

701,062,913 

37.6 

1,389,278,851 

46.4 

1909 

779,308,944 

59.4 

607,239,481 

36.6 

1,386,548,426 

46.6 

1910 

935,990,968 

60.1 

661,986,366 

37.3 

1,587,977,314 

48.1 

1911 

881,592,689 

57.7 

778,332,890 

37.8 

1,659,925,579 

46.1 

1912 

976,744,320 

69.0 

826,175,203 

37.4 

1,801,919,523 

46.6 

1913 

1,048,290,629 

67.8 

917,938,988 

37.2 

1,966,229,617 

45.9 

[9] 


0^A 


VALUE  OF  IMPORTS  AND  EXPORTS  OF  MERCHANDISE  AT  THE   PORT  OF   BOSTON 

AND  PERCENTAGE  OF  WHOLE  UNITED  STATES 


Fiscal 
Years 


1860. 
1870. 

1880. 


I 


1881. 
1882. 
1883. 
1884, 
1885. 
1886. 
1887. 
1888. 
1889. 
1890. 

1891. 
1892. 
1893. 
1894. 
1895. 
1896. 
1897. 
1898. 
1899. 
1900. 


1901, 
1903. 
1904. 
1905. 
1906. 
1907. 
1908. 
1909. 
1910. 

1911. 
1912. 
1913. 


Value  of 
Imports 


$39,333,684 
47,484,060 
68,503,136 

61,960,103 
69,594,057 
72,552,075 
65,865,551 
53,445,929 
58,430,707 
61,018,330 
63,897,778 
66,731,023 
62,876,666 

71,212,614 
71,780,489 
79,357,654 
50,309,331 
66,889,118 
79,179,864 
90,178,319 
51,475,099 
52,057,960 
72,195,939 

61,452,370 

86,310,586 

80,657,697 

100,317,881 

106,442,077 

124,432,977 

93,678,716 

112.472,595 

129,006,184 

116,597,440 
129,293,016 
146,599,451 


Per 
Cent 


11.12 
10.91 
10.25 

9.64 
9.60 
10.07 
9.87 
9.25 
9.19 
8.81 
8.80 
8.94 
7.96 

8.44 
8.69 
9.15 
7.67 
9.13 
10.16 
11.79 
8.36 
9.00 
8.49 

7.47 
8.41 
8.14 
8.98 
8.68 
8.68 
7.84 
8.57 
8.28 

7.00 
8.00 
8.08 


Value  of 
Exports 


$12,747,794 
12,012,965 
59,237,831 

73,433,677 
62,471,426 
62,356,749 
63,497,829 
62,000,103 
54,099,505 
59,001,505 
56,457,384 
66,835,595 
71,202,944 

77,020,081 

87,175,636 

85,460,422 

83,972,460 

85,505,196 

95,851,004 

100,857,281 

117,531,903 

128,037,149 

112,195,555 

143,708,232 
88,126,444 
89,845.772 
87,804,492 
98,739,647 

100,872,147 
96,051,068 
76,157,558 
70,516,789 

71,534,082 
69,692,171 
69,552,657 


Per 
Cent. 


3.82 

3.05 
7.08 

8.13 
8.32 
7.56 
8.57 
8.33 
7.97 
8.39 
8.11 
9.00 
8.03 

8.93 
8.36 

10.08 
9.40 

10.59 

12.29 
9.60 
9.55 

10.43 
8.05 

9.66 
6.21 
6.15 
5.78 
5.66 
5.36 
5.16 
4.58 
4.03 

3.48 
3.16 

2.82 


Value  of  Imports 
and  Exports 


$52,081,478 

59,497,025 

127,740,967 

135,393,780 
132,065,483 
134,908,824 
129,363,380 
115,446,032 
112,530,212 
120,019,835 
120,355,162 
133,566,618 
134,079,610 


205,160,602 
174,437,030 
170,503,469 
188,122,373 
205,181,724 
225,305,124 
189,729,784 
188,630,153 
199,522,973 

188,131,522 
198,985,187 
216,152,108 


148,232,695 

8.58 

158,956,125 

8.55 

164,818,076 

9.61 

134,281,791 

8.67 

152,394,314 

9.89 

175,030,868 

10.52 

191,035,600 

10.52 

169,007,002 

9.15 

180,095,109 

9.4 

184,391,494 

8.22 

Per 
Cent. 


7.57 
7.17 
8.48 

8.76 
8.95 
8.70 
9.17 
8.74 
8.55 
8.52 
8.47 
8.97 
8.14 


8.88 
7.13 
6.95 
7.14 
6.91 
6.80 
6.21 
6.34 
6.7 

5.56 

5.6 

5.05 


[lo] 


K^0 


f 


mjl 


VALUE  OF  IMPORTS  AND  EXPORTS  OF  MERCHANDISE  AT  THE  PORT  OF  PHILADELPHIA 

AND  PERCENTAGE  OF  WHOLE  UNITED  STATES 


Fiscal 

Value  of 

Per 

Value  of 

Per 

Value  of  Imports 

Per 

Years 

Imports 

Cent. 

Exports 

Cent. 

and  Exports 

Cent 

1860 

$14,611,934 

4.13 

$5,526,967 

1.35 

$20,138,901 

2.93 

1870 

14,483,211 

3.30 

10,056,364 

2.56 

24,639,575 

2.96 

1880 

35,944,500 

5.46 

49,649,693 

5.94 

86,594,183 

5.68 

1881 

32,583,106 

5.07 

44,229,705 

4.90 

76,812,811 

6.26 

1882 

34,136,597 

5.07 

38,131,258 

5.08 

72,267,855 

4.91 

1883 

33,738,556 

4.65 

38,147,744 

4.62 

71,886,300 

4.71 

1884 

33,657,216 

5.04 

36,492,668 

4.92 

70,149,784 

4.98 

1885 

29,919,019 

5.04 

38,723,261 

6.19 

68,642,280 

5.20 

1886 

36,561.313 

5.75 

33,753,317 

4.99 

70,314,630 

5.33 

1887 

39,952,349 

5.77 

35,426,856 

4.94 

-  75,379,205 

6.36 

1888 

41,772,121 

5.75 

28,845,861 

4.14 

70,617,982 

4.97 

1889.  ... 

48,528,602 

6.51 

29,774,911 

4.01 

78,303,513 

5.26 

1890 

53,936,315 

6.83 

37,410,683 

4.24 

91,346,998 

5.60 

1891 

59,427,890 

7.03 

33,674,356 

3.80 

93,102,245 

5.38 

1892 

60,006,791 

7.25 

58,541,457 

4.49 

118,548,248 

6.38 

1893 

66,122,147 

7.63 

49,402,482 

5.82 

115,524,629 

6.74 

1894 

53,726,963 

8.22 

40,500,786 

4.53 

94,227,749 

6.09 

1896 

48,802,836 

5.62 

35,043,093 

4.33 

83,845,769 

6.44 

1896 

43,840,836 

5.62 

39,567,376 

4.48 

83.408,212 

6.01 

1897 

48,072,672 

6.28 

47,305,273 

4.49 

95,377,945 

5.24 

1898 

31,419,997 

5.10 

56,244,436 

4.57 

87,664,433 

4.74 

1899 

41,222,523 

5.91 

60,950,065 

4.99 

102,172,593 

6.31 

1900 

51,866,002 

6.10 

78,406,131 

6.62 

130,272,033 

6.80 

1901 

48,043,443 

5.84 

79,354,025 

5.33 

127,397,468 

5.51 

1902 

47,750,342 

5.29 

80,383,403 

6.82 

128,133,745 

5.61 

1903 

59,995,431 

5.85 

73,531,968 

5.18 

133,537,399 

5.46 

1904 

53,890,106 

5.44 

71,393,254 

4.89 

125,283,360 

5.11 

1905 

60,180,901 

5.39 

63,278,070 

4.17 

123,458,970 

4.68 

1906 

70,801,273 

5.78 

82,564,389 

4.73 

153,365,662 

5.16 

1907 

79,869,942 

5.57 

94,832,480 

5.04 

175,702,422 

5.27 

1908 

63,432,007 

5.31 

109,261,436 

5.87 

172,693,443 

5.65 

1909 

68,884,146 

6.25 

84,286,440 

6.07 

153,170,686 

6.16 

1910 

88,403,451 

5.73 

73,266,343 

4.20 

161,669,794 

4.92 

1911 

83,626,647 

6.48 

69,956,380 

3.41 

153,583,027 

4.30 

1912 

85,038,185 

5.14 

69,069,730 

3.13 

154,107,915 

4.00 

1913 

93,209,678 

76,315,344 

169,525,022 

3.96 

[II] 


VALUE  OF  IMPORTS  AND  EXPORTS  OF  MERCHANDISE  AT  THE  PORT  OF  BALTIMORE 

AND  PERCENTAGE  OF  WHOLE  UNITED  STATES 


Fiscal 
Years 


1860, 


1870.... 
1880 


H 


1881. 
1882. 
1883. 
1884. 
1885. 
1886. 
1887. 
1888. 
1889. 
1890. 


1891. 
1892. 
1893. 
1894. 
1895. 
1896. 
1897. 
1898. 
1899. 
1900. 


1901 

1902, 

1903, 

1904. 

1905. 

1906. 

1907. 

1908. 

1909. 

1910. 

1911. 
1912. 
1913. 


Value  of 
Imports 


$9,781,205 

19,512,468 

19,945,989 

16,189,816 
14,938,258 
14,599,179 
11,423,665 
11,849,696 
11,696,944 
12,535,920 
11,741,585 
15,223,844 
13,140,203 

20,555,687 
13,418,523 
16,150,946 
11,978,900 
12,260,706 
13,467,630 
11,371,193 
8,907,118 
9,151,155 
19,045,279 

18,899,473 
22,825,281 
27,803,167 
20,345,788 
21,181,239 
30,084,653 
37,774,305 
29,477,101 
24,022,324 
29,900,618 

32,174,404 
26,438,400 
32,895,238 


Per 
Cent. 


2.76 
4.47 

2.98 

2.51 
2.06 
2.01 
1.71 
2.05 
1.84 
1.83 
1.61 
2.01 
1.66 

2.43 
1.62 
1.85 
1.81 
1.67 
1.72 
1.48 
1.45 
1.31 
2.24 

2.29 
2.53 
2.71 
2.05 
1.90 
2.45 
2.63 
2.47 
1.83 
1.92 

2.11 
1.60 
2.81 


Value  of 
Exports 


$8,940,100 

12,039,800 

76,253,566 

72,471,693 
39,428,236 
55,003,351 
43,099,294 
45,052,904 
35,847,788 
51,607,149 
46,236,727 
50,611,662 
73,983,693 

64,412,247 

98,850,197 

71,506,995 

78,422,129 

61,938,905 

66,398,905 

85,926,510 

118,845,580 

107,156,240 

115,530,378 

106,239,081 
80,532,512 
81,704,497 
82,836,164 
91,215,058 
109,925,046 
104,808,952 
89,988,505 
77,550,658 
77,381,507 

85,120,843 

92,210,877 

116,474,439 


Per 
Cent. 


2.50 

3.06 

9.13 

8.03 
5.24 
6.79 
5.81 
6.07 
5.27 
7.20 
6.62 
6.80 
8.61 

7.28 
9.59 
8.43 
8.79 
7.67 
7.52 
8.15 
9.65 
8.73 
8.28 

7.14 
5.83 
5.75 
5.67 
6.01 
6.31 
5.57 
4.84 
4.66 
4.43 

4.15 
4.18 
4.72 


Value  of  Imports 
and  Exports 


$18,721,305 

31,552,268 

96,199,555 

88,661,509 
54,366,494 
69,602,530 
54,522,959 
56,902,600 
47,544,732 
64,143,069 
57,978,312 
65,835,506 
87,123,896 


Per 
Cent 


2.72 

3.87 

6.39 

5.73 
3.68 
4.49 
3.87 
4.31 
3.61 
4.55 
4.08 
4.42 
5.28 


84,967,934 

4.91 

112.268,720 

6.00 

87,657,941 

5.11 

90,401,029 

5.84 

74,199,611 

4.81 

79,866,535 

4.80 

97,297,703 

5.35 

127,752,698 

6.91 

116,307,395 

8.00 

134,575,657 

6.00 

125,138,554 

5.41 

103,357,793 

4.52 

109,507,664 

4.48 

103,181,952 

4.21 

112,396,297 

4.26 

140,009,699 

4.71 

142,583,257 

4.30 

119,465,606 

3.91 

101,572,982 

3.42 

107,282,125 

3.25 

117,295,247 

3.55 

118,649,277 

3.32 

149,369,677 

3.49 

VALUE  OF  IMPORTS  AND  EXPORTS  OF  MERCHANDISE  AT  THE  PORT  OF  NEW  ORLEANS 

AND  PERCENTAGE  OF  WHOLE  UNITED  STATES 


Fiscal 

Value  of 

Per 

Value  of 

Per 

Value  of  Imports 

Per 

Years 

Imports 

Cent. 

Exports 

Cent. 

and  Exports 

Cent. 

1860 

$20,636,316 

5.80 

$108,164,712 

32.40 

$128,801,028 

18.74 

1870 

14,377,471 

3.29 

89,049,888 

22.67 

103,427,359 

12.48 

1880 

10,611,353 

1.61 

90,442,019 

10.82 

101,053,372 

6.72 

1881 

12213,920 
12,133,291 

1.90 

103,743,986 

11.49 

115,957,906 

7.50 

1882 

1.67 

70,958,731 

9.45 

83,092,022 

5.70 

1883 

9,596,762 

1.32 

95,107,314 

10.31 

104.704,076 

6.77 

1884 

10,784,561 

1.61 

81,868,229 

11.55 

92,652,790 

6.57 

1885 

8,688,552 

1.50 

79,147,574 

10.67 

87,836,126 

6.88 

1886 

8,115,171 

1.27 

82,560,196 

12.14 

90.675,367 

6.89 

1887 

9,652,135 

1.24 

79,519,909 

1L16 

89,172,044 

6.26 

1888 

11,617,749 

1.60 

81,257,490 

11.66 

92,875,239 

6.54 

1889 

14,492,480 

2.00 

83,838,976 

11.15 

98,331,456 

6.60 

1890 

14,658,163 

1.96 

108,126,891 

12.69 

122,785,054 

7.46 

1891 

20,267,060 

2.39 

109,106,687 

12.34 

129,373,747 

7.47 

1892 

18,909,553 

2.29 

131,252,873 

12.79 

150,162,426 

8.08 

1893 

21,789,732 

2.50 

77,838,043 

9.18 

99,627,775 

5.81 

1894 

18,087,944 

2  73 

81,529,453 

9.13 

99,617,397 

6.43 

1895 

13,861,507 

1.89 

68,413,362 

8.47 

82,274,869 

5.34 

1896 

13,471,142 

1.71 

80,986,791 

9.17 

94,457,933 

5.68 

1897 

16,618,727 

2.17 

101,494,120 

9.68 

118,112,847 

6.52 

1898 

9,664,457 

1.57 

112,826,681 

9.16 

122,49L138 

6.63 

1899 

11,917,659 

1.71 

87,993,277 

7.17 

99,910,936 

6.19 

1900 

17,490,811 

2.06 

115,858,764 

8.31 

133,349,575 

5.93 

1901 

20,462,307 

2.48 

152,776,599 

10.27 

173,238,906 

7.48 

1902 

23,763,480 

2.63 

134,486,863 

9.73 

158,250,343 

6.93 

1903 

28,880,744 

2.81 

149,072,519 

10.49 

177,953,263 

7.28 

1904 

34,036,516 

3.43 

148,595,103 

10.17 

182,631,619 

7.44 

1905 

33,933,298 

3.04 

150,936,947 

9.94 

184,870,245 

7.01 

1906 

39,464,982 

3.22 

150,479,326 

8.63 

189,944,308 

6.39 

1907 

46,046,772 

3.21 

170,562,428 

9.07 

216,609,200 

6.63 

1908 

42,785,646 

3.58 

159,455,773 

8.57 

202,241,419 

6.62 

1909 

45,713,098 

3.48 

144,981,625 

8.72 

190,694,723 

6.41 

1910 

55,712,027 

3.58 

140,376,560 

8.05 

196,088,587 

5.94 

1911 

66,722,295 

4.37 

172,835,293 

8.43 

239,557,588 

7  86 

1912 

75,089,887 

4.55 

149,160,910 

6.77 

224,250,797 

6.27 

1913 

82,399,100 

4.54 

169,980,277 

6.90 

252,379,377 

5.90 

[12] 


[«3] 


Kf:" 


VALUE  OF  IMPORTS  AND  EXPORTS  OF  MERCHANDISE  AT  THE  PORT  OF  GALVESTON 

AND  PERCENTAGE  OF  WHOLE  UNITED  STATES 


!l 


1 

i 


Fiscal 

Value  of 

Per 

Value  of 

Per 

Value  of  Imports 

Per 

Years 

Imports 

Cent 

Bxports 

Cent 

and  Bxports 

Cent 

1860 

^33,153 

0.12 

$5,772,158 

1.73 

$6,305,311 

0.92 

1870 

509,231 

0.11 

12,306,490 

3.13 

12,815,721 

1.54 

1880 

1,004,514 

0.16 

16,749,887 

2.01 

17,764,403 

L18 

1881 

3,101,324 

0.48 

26,767,107 

2.96 

29,868,431 

1.93 

1882 

3,022,274 

0.41 

15,523,388 

2.06 

18,545,662 

1.21 

1883 

1,511,712 

0.21 

29,629,047 

3.59 

31,140,759 

2.01 

1884 

1,119,708 

0.16 

20,454,948 

2.76 

21,574,666 

1.53 

1885 

1,157,370 

0.20 

12,679,154 

1.69 

13,836,524 

1.04 

1886 

757,133 

0.12 

16,966,851 

2.05 

17,723,984 

1.34 

1887 

705,309 

0.10 

18,902,888 

2.63 

19,608,197 

1.39 

1888 

715,868 

0.09 

15,703,147 

2.26 

16,419,016 

1.16 

1889 

722,656 

0.09 

15,756,192 

2.12 

16,478,848 

1.10 

1890 

415,792 

0.05 

24,446,831 

2.84 

24,862,623 

1.60 

1891 

648,821 

0.07 

33,772,005 

3.08 

34,420,826 

1.99 

1892 

1,317,000 

0.15 

36,386,256 

3.43 

36,703,256 

L97 

1893 

863,452 

0.09 

37,476,494 

4.42 

38,339,946 

2.23 

1894 

680,717 

0.10 

36,011,788 

3.92 

35,692,505 

2.30 

1895 

369,575 

0.05 

41,886,651 

5.18 

42,266,226 

2.74 

1896 

602,770 

0.07 

36,397,091 

4.12 

36,999,861 

2.22 

1897 

779.695 

0.10 

58,198,174 

5.52 

58,977,869 

3.24 

1898 

1,166,180 

0.18 

68,428,621 

6.56 

69,694,801 

3.76 

■  1899 

2,921,366 

0.42 

78,476,681 

6.40 

81,398,047 

4.20 

1900 

1,453,545 

0.17 

86,657,624 

6.14 

87,111,069 

3.88 

1901 

953,801 

0.11 

101,857,300 

6.85 

102,811,101 

4.65 

1902 

969,246 

0.11 

96,722,066 

7.00 

97,691,312 

4.28 

1903 

1,511,119 

0.15 

104,121,087 

7.32 

106,632,206 

4.32 

1904 

1,847,646 

0.19 

145,316,467 

9.95 

147,164,103 

6.00 

1905 

4,992,361 

0.46 

126,182,043 

8.31 

131,174,404 

4.98 

1906 

6,018,876 

0.41 

166,317,652 

9.54 

171,336,528 

5.77 

1907 

7,029,186 

0.49 

237,308,494 

12.62 

244,337,680 

7.37 

1908 

5,693,609 

0.48 

161,362,201 

8.67 

167,045,810 

5.47 

1909 

3,355,358 

0.26 

189,464,335 

11.39 

192,819,693 

6.48 

1910 

2,488,006 

0.16 

173,178,992 

9.92 

175,666,998 

5.32 

1911 

3,530,945 

0.23 

220,504,917 

10.76 

224,036,862 

6.27 

1912 

4,309,758 

0.26 

218,146,097 

9.90 

222,455,855 

5.77 

1913 

7,820,638 

0.48 

281,457,868 

11.41 

289,278,496 

6.78 

i 


[14] 


r 


c 


(Ji 


■f 


NEW  YORK'S  RANK  AMONG  THE  LEADING  SEAPORTS  OF  THE 

WORLD 

The  available  statistics  of  the  value  of  the  foreign  commerce  of  great  foreign  sea- 
ports, and  of  the  tonnage  of  vessels  entering  and  leaving  them,  do  not  extend  far 
enough  back,  and  lack  uniformity,  so  that  their  comparative  value  does  not  equal 
those  of  the  leading  seaports  of  the  United  States., 

The  indications  are,  however,  that  the  palm  of  primacy  is  fluctuating  so  closely 
between  New  York,  Hamburg  and  London,  and  to  an  extent  Liverpool,  as  to  make  it 
a  matter  of  some  doubt  as  to  which  port  really  leads.  The  truth  probably  is  that  at 
one  time  one  port  is  ahead,  and  at  another  time  another  leads. 

New  York  stands  so  high,  however,  among  the  leading  world  ports,  that  its  im- 
portance equals  any  of  them,  when  measured  either  by  the  value  of  her  foreign  com- 
merce or  the  tonnage  of  vessels  entering  and  leaving  in  foreign  trade.  The  statistical 
tables  of  foreign  countries  are  usually  for  the  calendar  year  ending  with  December  31. 
In  the  United  States  the  tables  are  made  up  for  fiscal  years  that  end  on  June  30. 
So  that  New  York  while  seemingly  a  year  in  advance,  or  a  year  behind,  in  comparative 
tables  based  upon  years,  is,  in  reality,  but  six  months  ahead  or  six  months,  behind,  as  the 
case  may  be.  If  the  periods  covered  were  identical,  New  York's  claim  to  first  rank 
among  the  world's  ports  could  not  be  successfully  disputed,  either  upon  the  basis  of 
values  or  of  tonnage. 

In  order  to  present  more  conveniently,  and  more  vividly,  the  closeness  of  the 
leading  seaports  in  both  the  value  of  their  foreign  commerce  and  the  tonnage  that 
entered  and  cleared  in  foreign  trade,  the  following  tables  are  submitted: 


^ 

:i 

VALUE  OF  IMPORTS  AND  EXPORTS  AND  NET  TONNAGE 

OF  VES- 

SELS 

;  THAT  ENTERED  AND  CLEARED  IN  FOREIGN  TRADE 

AT  THE  FOUR  PRINCIPAL  SEAPORTS  OF  THE  WORLD: 

•1 

Ports 

New  York. 
London  •  •  . 
Liverpool  •  • . 
Hamburg.  • 

Year 
.       1910 
1909 

1909 
1909 

Values  of 
Imports                            Exports 

$935,990,956        $651,986,356 

1,000,746,471           569. 256,. 326 

723,146,084          728,131,030 

810,179,970           578,343,753 

Total 

$1,587,977,314 
1,570,002,792 
1,451,277,114 
1,388,523,723 

Net  Tonnage  of  Vessels 
Entered                     Cleared 

13,042,318         12,541,903 

11,605,698          8,622,316 

7,747,994          6,593,094 

11,061,041        11,247,191 

J 

k. 

New  York- 
London  •  •  • 
Liverpool  •  • 
Hamburg.  • . 

.     1911 
1910 
1910 
1910 

881,592,689 

1,110,828,205 

828,620,152 

872,629,975 

772,552,449 
643,014,124 
829,250,836 
661,480,352 

1,654,145,138 
1,753,842,329 
1,657,870,988 
1,534,110,327 

13,428,950 

12,154,162 

7,588,653 

11,417,773 

13,366,869 
8,999,635 
6,697,512 

11,583,211 

w^ 

1 

New  York- 
London  •  • . 
Hamburg* .  • 
Liverpool  •  • 

1912 
1911 
1911 
1911 

975,744,320 

1,119,238,957 

962,925,352 

778,225,287 

817,945,803 
672,618,684 
711,261,824 
859,055,190 

1,793,690,123 
1,791,857,641 
1,674,187,176 
1,637,280,447 

13,673,765 

11,973,249 

11,830,949 

7,887,719 

13,549.138 

9,004,974 

11,945,239 

6,880,271 

New  York- 
Hamburg-  • 
London  . . . 
Liverpool . • . 

1913 
1912 
1912 
1912 

1,048,290,629 

1,096,550,183 

1,164,769,445 

872,320,787 

917,935,988 
864,229,672 
702,161,337 
944,662,492 

1,966,326,617 
1,960,779,855 
1,866,930,782 
1,816,983,279 

14,464,161 

13.567,913 

10,800,716 

7,253,016 

14,370,619 

13,837.076 

8,748,008 

7,446,873 

[is] 


'r^V 


The  ports  of  Rotterdam  and  Antwerp  and  Hongkong,  have  a  rank 
that  entitles  them  to  consideration  with  the  four  ports  above  named,  in  the  essentials 
that  indicate  the  extent  of  their  foreign  commerce.  As  to  Rotterdam,  unfortunately 
the  value  of  its  imports  is  not  tabulated,  but  they  are,  instead,  indicated  in  tons;  and 
the  same  is  true  of  Hongkong.  It  is  probable  that  the  actual  traffic  of  Rotterdam 
exceeds  that  of  Antwerp.  The  number  of  tons  of  merchandise  that  entered  and  left 
Rotterdam,  and  the  tonnage  of  vessels  that  entered  and  cleared,  in  foreign  trade,  are 
indicated  in  the  following  table: 

TONS  OF  IMPORTS  AND  EXPORTS   AT  THE  PORT  OF  ROTTERDAM,  AND  NET   TONS 
OF  VESSELS   THAT   ENTERED  AND   CLEARED,    IN   FOREIGN   TRADE 


Year 

1909 
1910 

TONS  OF  MERCHANDISE 
Imported                          Exported 

15,820,016              14,818,241 
17,859,027              

lo,o9o,DOl                   

20,849,975              

Total 
30,638,257 

Net  Tonnage  of  Vessels 
Bntered                               Cleared 

9,217,493                 8,902,570 
10,649,843               10,490,049 
11,052,186               10,800,490 
11,552,119               11,532,619 

1911 

1912 

The  value  of  the  imports  and  exports  at  the  port  of  Antwerp,  inclusive  of  that 
by  canal  and  river,  and  the  net  tonnage  of  vessels  that  entered  and  cleared  in  foreign 
trade  from  that  port  are  indicated  in   the  following  table  : 

VALUE  OF  IMPORTS  AND  EXPORTS  AT  THE  PORT  OF  ANTWERP,  AND  NET  TONS 

IN  FOREIGN  TRADE 

Net  Tons  of  Vessels 
Bntered  Cleared 

11,907,689  11,894,492 

12,654,318  12,625,165 

13,330,699  13,325,781 

11,483,214  11,453,859 

At  Hongkong  the  imports  and  exports  are  expressed  in  tons  instead  of 
value.  The  figures  in  the  following  table  cover  only  imports  and  exports  at  Hongkong 
by  sea,  and  the  net  tonnage  of  vessels  that  entered  and  cleared,  by  sea,  in  foreign 
trade,  so  that  the  table  excludes  everything  brought  by  junks  and  other  inland  craft: 

TONS  OF  IMPORTS  AND  EXPORTS  OF  MERCHANDISE  AT  THE  PORT  OF  HONGKONG, 
AND  NET  TONS  OF  VESSELS  THAT  ENTERED  AND  CLEARED,  IN  FOREIGN  TRADE 


OF 

Year 
1909 
1910 
1911 
1912 

VESSELS   THAT 

Imports 

$529,626,422 
560,994,911 
594,472,069 

ENTERED   AND   CLEARED, 

VAI,UE  OF 

Exports                                  Total 

$444,845,196          $974,471,618 
523,075,033         1,084,069,944 
527,182,730         1,121,654,799 

Year 

1909 
1910 
1911 
1912 


Imports 


TONS  OF 

Exports 


Total 


Net  Tonnage  of  Vessels 
Bntered  Cleared 


4,151,805 


3,219,000 


7,370,805 


11,150,560 
10,489,203 
10,246,022 
12,179,035 


11,194,098 
10,477,301 
10,243,898 
12,100,365 


A  study  of  the  percentage  of  growth  of  the  value  of  the  foreign  commerce  of  the 
other  great  ports  of  the  world,  and  a  study  of  the  percentage  of  growth  of  the  tonnage 
entering  foreign  ports  in  foreign  trade,  should  shed  some  light  upon  the  natural  querj% 
as  to  whether  or  not  any  of  the  other  ports  are  growing  more  rapidly  than  the  port  of 

[i6] 


e> 


t, 


k\ 


I 


New  York.  Elsewhere  will  be  found  tables  showing  the  value  of  imports  and  exports 
at  the  leading  foreign  ports,  by  years,  from  1890  to  1912,  inclusive.  The  following 
table  shows  the  average  values  by  ten-year  periods,  and  for  the  last  two  years: 

AVERAGE    VALUES    OF    IMPORTS    AND    EXPORTS    OF    MERCHANDISE    AT 

LEADING   PORTS   OF   THE   WORLD 


Port 

New  York . . 
London • • • • 
Liverpool. . . 
Hamburg. . . 

New  York. . 
London  .... 
Liverpool. . . 
Hamburg.  •  • 

New  York  • . 
London • . • • 
Liverpool. . . 
Hamburg.  •  • 


Period 

1891  to  1900 
1890  to  1899 

1890  to  1899 

1891  to  1900 

1901  to  1910 
1900  to  1909 

1900  to  1909 

1901  to  1910 

1911  to  1913 
1910  to  1912 

1910  to  1912 

1911  to  1912 


Average  Values  of 


Imports 

$490,142,932 
722,268,462 
509,938,390 
408,389,677 

697,726,032 
901,154,806 
674,313,821 
696,843,806 

968,542,546 
1131,612,202 

826,390,075 
1029,737,767 


Exports 

$397,291,510 
402,397,617 
472,505,650 
335,081,888 

575,271,730 
504,715,689 
633,705,637 
556,203,170 

840,815,693 
504,715,689 
877,654,839 
787,745,748 


Total 

$887,434,442 

1124,566,078 

982,444,050 

743,471,566 

1272,997,762 
1405,870,498 
1308,019,459 
1253,646,986 

1809,358,239 
1804,210,251 
1704,044,914 
1817,483,515 


Average  Percentage  of 
Increase  over  preceding  decade 
Imports    Kxporto       Total 


42.3 
24.7 
31.4 
70.6 

38.8 
25.5 
22.5 

47.7 


44.8 
25.4 
34.1 
66.1 

46.1 
33.2 
38.4 
41.5 


43.4 
24.9 
32.1 

68.6 

42.1 
28.1 
30.2 
44.9 


The  foregoing  table  serves  but  to  give  additional  emphasis  to  the  closeness  of 
these  four  great  ports  in  the  race  for  world  supremacy.  A  study  of  the  table  clearly 
indicates  that  the  advantage  seems  to  be  strongly  with  Hamburg.  She  has  reached 
from  fourth  to  first  position.  In  this  showing  the  port  of  New  York  ranks  second, 
London  a  very  close  third  and  Liverpool  a  hundred  millions  of  dollars  in  the  rear,  on 
the  total  average  value  of  her  imports  and  exports.  Moreover,  Hamburg's  percentage 
of  growth  quite  overshadowed  that  of  thq  other  ports  for  the  period  of  1901  to  1910 
over  1891  to  1900,  and  it  substantially  leads  them  during  the  short  period  covered  by 
the  last  section  of  the  table — with  the  exception  of  New  York,  whose  percentage  of 
increase  was  only  slightly  less  than  that  of  Hamburg. 

The  figures  of  the  tonnage  of  vessels  that  entered  these  four  ports  will  be 
interesting,  by  way  of  further  comparison. 

AVERAGE  NET  TONNAGE  OF  VESSELS  THAT  ENTERED  LEADING  PORTS 


Port 

New  York . . 
London • « • . 
Liverpool-  •  • 
Hamburg. . . 

New  York.  • 
London • • • * 
Liverpool. . . 
Hamburg.  •  • 

*Decline 


OF 


1901  to  1910 
1901  to  1910 
1901  to  1910 
1900  to  1909 

1911  to  1913 
1911  to  1912 
1911  to  1912 
1910  to  1912 


THE   WORLD, 

Period 


IN    FOREIGN    TRADE 


over 

1  ( 


over 


1891  to  1900 
1891  to  1900 
1891  to  1900 
1890  to  1899 

1901  to  1910 
1901  to  1910 
1901  to  1910 
1900  to  1909 


[17] 


Average  Net 
Tonnage 

10,516,817 

11,006,968 

7,654,646 

10,147,372 

13,855,625 

11,386,982 

7,570,368 

12,272,212 


Average 

Percentage  of 

Increase 

45.2 
27.1 
44.1 
79.4 

31.7 
3.4 
1.1* 

20.9 


^     ,    -* 


If  the  net  tonnage  of  vessels  entering  the  ports  in  foreign  trade  is  the  better 
indication  of  their  relative  importance  in  foreign  trade,  the  showing  in  the  last  table  is 
more  favorable  to  the  port  of  New  York  than  the  one  based  upon  the  values  of  imports 
and  exports  of  merchandise.  While  Hamburg's  growth  in  tonnage  during  the  decade 
between  1901  and  1910  over  the  preceding  decade  was  79.4  per  cent,  and,  covering  a 
greater  number  of  years,  may  be  regarded  as  a  clearer  indication  of  trend,  its  advance  in 
the  subsequent  three  years  was  but  one-fifth  as  rapid  as  during  the  decade  named. 

Liverpool's  growth  during  the  1901-1910  decade  is  striking,  considering  the 
effect  of  the  Manchester  ship  canal  upon  the  maritime  business  of  the  port  of  Liverpool. 
And  it  should  be  said  of  Liverpool  that,  although  the  construction  of  the  Manchester 
canal  has  not  seemed  to  seriously  affect  its  maritime  business,  nevertheless  it  has  to  an 
extent  doubtless  checked  the  rapidity  of  Liverpool's  progress.  The  Manchester  canal 
was  completed  in  November,  1893,  a  fact  deserving  of  consideration  in  any  review  of 
the  development  of  Liverpool's  maritime  progress  during  the  past  twenty  years.  The 
showing  of  London  and  of  Liverpool  for  the  two  years — 1911  and  1912 — as  compared 
with  the  preceding  decade,  does  not  indicate  as  rapid  progress  during  the  current  de- 
cade as  during  1901  to  1910.  New  York  shows  up  the  best  of  all,  although  both  New 
York  and  Hamburg's  averages  cover  three  years,  while  those  of  London  and  Liver- 
pool cover  but  two. 

These  studies  would  seem  to  indicate  that,  so  far  as  the  United  States  is  con- 
cerned, the  port  of  New  York's  commercial  and  maritime  supremacy  is  unassailable. 
If  it  has  reason  for  the  slightest  apprehension  it  would  seem  to  lie  in  the  growth  of  the 
foreign  conmierce  of  the  two  leading  Gulf  ports.  Unless  some  totally  unlooked  for 
new  development  completely  revolutionizes  the  trends  of  international  traffic,  and  until 
industries  in  the  South  have  been  far  more  extensively  diversified  than  at  present,  any 
apprehensions  from  that  section  would  seem  to  be  groundless — at  least,  seemingly,  quite 
"beyond  our  time."  Nor  is  there  reason  to  believe  that  the  Panama  Canal  will  be  so 
extremely  advantageous  to  Gulf  ports  as  to  seriously  imperil  the  commercial  and  mari- 
time interests  of  Atlantic  ports.  j 

In  each  of  the  great  European  ports  the  local  physical  conditions  are,  naturally, 
greatly  different  from  those  at  the  port  of  New  York.  Moreover,  the  control  of  each 
of  the  European  ports  named  is  almost  entirely  centered  in  a  single  authority,  whereas 
at  New  York  the  authority  is  shared  by  the  Federal  Government,  the  government  of  the 
States  of  New  York  and  New  Jersey,  and  the  municipal  subdivisions  in  each  of  the 
States  named  wherever  their  areas  extend  to  the  foreshores  of  the  port.  The  separate 
European  port  authorities  are  vested  with  the  sole  power  to  establish  and  control  their 
fiscal  policies.     Their  bonds,  issued  for  port  improvements,  command  ready  sales  at 

[i8] 


try 


0 


n 


4.    J 


A'^ 


low  rates  of  interest,  and,  of  course,  the  receipts  from  the  sale  of  such  bonds,  as  well 
as  the  revenues  derived  from  the  use  of  the  waterfront  facilities — wharves,  docks, 
warehouses  and  mechanical  apparatus  for  transferring  cargoes — ^accrue  to  and  are  under 
the  sole  control  of  these  port  authorities.  So  that,  in  the  only  ports  in  the  world  that 
rival  the  port  of  New  York,  their  development  and  progress  are  wholly  under  the  con- 
trol of  the  port  administrative  authorities  who  permit  nothing  whatever  to  abridge  or 
restrain  such  development  and  progress.  In  the  circumstances,  the  high  rank  to  which 
the  port  of  New  York  has  attained  is  an  evidence  of  its  inherent  attractiveness. 

The  port  of  New  York  is  quite  unsurpassed  in  the  natural  advantages  its  great 
area  offer  to  shipping  and  commerce.  The  limitations  placed  upon  their  development 
by  the  different  authorities  exercising  jurisdiction  over  them  may  alone  prevent  the  port 
of  New  York  from  achieving  and  maintaining  supreme  rank  among  the  great  ports  of 
the  world.  But  whether  it  shall  lead  or  follow  in  the  future  commercial  and  maritime 
progress  of  the  world  is  a  matter  largely  within  its  own  control. 

WORLD'S   MERCHANT  MARINE. 

Table  showing  increase  in  size  of  vessels  and  growth  of  steam  tonnage.  (Ves- 
sels of  over  100  tons.) 


Number  of  Vessels Total, 

Tonnage    Total, 

Steam   gross  tons, 

Sail    net     " 


MERCHANT   MARINE   OF  UNITED   STATES. 

Table  showing  increase  in  size  of  vessels  and  growth  of  steam  tonnage.     (Ves- 
sels of  over  100  tons.) 

Per  cent, 
22  years. 
Increase  + 
1890  1912  Decrease  — 

Number  of  Vessels Total,  23,467  3,442  —  85.3 

Tonnage    Total,  4,424,497  5,258,487  +  18.8 

Steam   gross  tons,  1,859,088  4,107,849  +120.9 

Sail    net     "  2,565,409  1,150,638  —55.1 

In  1890  the  United  States  had  20  per  cent,  of  the  world's  shipping  tonnage. 
In  1912  its  share  was  11.7  per  cent. 

[19] 


1800 

1912 

Per  Cent. 

22  year*. 
Increase  + 
Decrease  — 

32,298 

30,316 

—    6.1 

22,151,651 

44,600,677 

+101.8 

12,985,372 

40,518,177 

+211.9 

9,166,279 

4,082,500 

—  55.2 

VALUE  OF  IMPORTS  AND  EXPORTS  OF  MERCHANDISE  AT  THE 

PORT  OF  HAMBURG 


I 


f' 


Year 

Imports 

Exports 

Total 

1851  to  1855.. 
1856  to  I860.. 
1861  to  1865.. 
1866  to  1870.. 
1871  to  1875.. 
1876  to  1880.. 
1880 

$68,882,860 
88,285,566 
110,020,772 
133,606,344 
211,307,866 
204,976,680 
212,896,391 

222,249,669 
327,249,669 

262,092,874 
354,424,909 
370,537,233 
372,721,992 
395,421,140 
407,710,919 
426,218,339 
479,639,093 
472,299,279 
542,830,995 

513,849,294 
546,640,356 
560,625,478 
608,131,373 
679,316,117 
765,216,640 
851,400,906 
760,447,954 
810,179,970 
872,629,975 

962,925,352 
1,096,550,183 

$191*734,228 

205,214,072 
301,993,267 

308,311,112 
285,082,217 
307,339,674 
279,071,242 
318,952,043 
342,532,009 
341,580,818 
354,620,011 
382,303.967 
431,026,790 

433,032,269 
442,172,290 
482,075,117 
505,081,340 
558,238,660 
625,802,693 
669,927,905 
610,877,316 
578,343,753 
661,480,.35-2 

711.261,824 
864,229,672 

$404,630,619 

427,463,741 
629.702  311 

1885 

1890 

1891 

570.403  986 

1892 

639,507,126 
677.876,907 

1893 

1894 

1895 

651,793,234 
714  373,183 

1896 

750,242,928 

1897 

767.799.157 

1898 

834,259,104 

1899 

854,603,246 

1900 

973.856.785 

1901 

947,881,563 
988.812.646 

1902 

1903 

1904 

1905 

1,042,700,595 
1,113,212,713 
1.237.554.777 

1906 

1907 

1,391,019,333 
1,521,328,811 

1908 

1.371.325.370 

1909 

1,388,623,723 

1910 

1,534,110,327 

1911 

1.674.187.176 

1912 

1,960,779,855 

[.o] 


(h 


i 


f 


^ 


TOTAL  VALUE  OF  IMPORTS  AND  EXPORTS  OF  MERCHANDISE 

AT  THE  PORT  OF  LONDON 


Calendar  Years 

Imports 

Exports 

Total 

1890 

$703,287,075 

$433,179,005 

$1,136,466,080 

1891 

727,411,746 

423,974,093 

1,151,385,839 

1892 

702,106,574 

401,371,892 

1,103,478,466 

1893 

688,902,747 

373,089,201 

1.061,991,948 

1894 

688,394,982 

370,837,486 

1,059,232,468 

1895 

705,873,391 

387,718,342 

1,093,591,733 

1896 

714,657,974 

405,018,549 

1,119,676,523 

1897 

735,861,922 

402,225,467 

1,138,087,389 

1898 

757,567,841 

397,460,856 

1,155,028,696 

1899 

798,620,365 

429,101,277 

1,227,721,642 

1900 

856,023,711 

445,297,169 

1,301,320,880 

1901 

825,183,250 

450,638,830 

1,275,822,080 

1902 

815,470,908 

455,559,644 

1,271,030,552 

1903 

842,547,306 

462,206,875 

1,304,754,181 

1904 

849,085,780 

462.698,526 

1,311,784,316 

1905 

881,134,646 

505,842,186 

1,386,976,832 

1906 

970,415,679 

561,368,017 

1,531,783,696 

1907 

1,020,371,523 

601,212,471 

1,621,583,994 

1908 

950,568,790 

533,076,848 

1,483,645,648 

1909 

1,000,746,471 

569,256,326 

1,570,002,797 

1910 

1,110,828,205 

643,014,124 

1,753,842,329 

1911 

1,119,238,957 

672,618,684 

1,791,857,641 

1912 

1,164,769,445 

702,161,337 

1,866,930,782 

I 


[2.] 


Hit 

i 


TOTAL  VALUE  OF  IMPORTS  AND  EXPORTS  OF  MERCHANDISE 

AT  THE  PORT  OF  LIVERPOOL 


Calendar  Years 

Imports 

Exports 

Total 

1890 

1527,901,724 

$572,990,645 

$1,100,892,369 

1891 

560,344,607 

526,157,400 

1,086,502,007 

1892 

532,138,898 

502,781,450 

1,034,920,348 

1893 

475,463,016 

464,059,454 

939,522,470 

1894 

462,981,154 

421,664,249 

884,645,403 

1895 

465,385,774 

441,004,057 

906,389,832 

1896 

503,742,389 

454,039,360 

957,781,749 

1897 

495,910,604 

440,261,807 

936,172,411 

1898 

539,261,892 

428,670,811 

967,932,703 

1899 

536,253,840 

473,427,267 

1,009,681,107 

1900 

606,917,936 

499,170,979 

1,106,088,915 

1901 

640,225,990 

514,915,440 

1,155,141,440 

1902 

618,991,455 

527,602,946 

1,146,594,401 

1903 

627,782,589 

557,398,986 

1,185,181,575 

1904 

669,257,023 

608,023,396 

1,277,280,419 

1905 

677,881,477 

672,966,215 

1,350,847,692 

1906 

713,923,580 

731,671,029 

1,445,594,609 

1907 

780,611,823 

807,085,583 

1,587,697,406 

1908 

684,400,257 

690,090,762 

1,374,491,019 

1909 

723,146,084 

728,131,030 

1,451,277,114 

1910 

828,620,152 

829,250,836 

1,(557,870,988 

1911 

778,229,287 

859,051,189 

1,637,280,476 

1912 

872,320,787 

944,662,492 

1,816,983,279 

[22] 


wi/' 


VALUE     OF     IMPORTS     AND     EXPORTS     OF     MERCHANDISE     AT     THE 

PORT    OF     ANTWERP,     BY     SEA 


fl^ 


Year 

Imports 

Exports 

Total 

1860 

1870 

1880 

$64,711,942 

139,449,153 

242,927,679 

250,199,269 

226,906,106 

268,596,749 

323,857,749 
343,274,417 
388,173,942 
383,776,162 
439,013,550 
484,135,539 
538,546,014 
475,418,998 
529,626,422 
560,994,911 

594,472,069 

$55,603,941 

75,577,063 

118,032,817 

110,086,621 

118,893,664 

146,294,210 

299,152,043 
316,911,094 
347,940,335 
346,054,279 
386,156,112 
374,722,449 
442,138,597 
400,102,655 
444,845,196 
523,075,033 

527,182,730 

$120,315,883 
215,026,216 
360,960,496 

1890 

1895 

360,285,890 
341,799,772 

1900 

414,890,959 

1901* 

623,009,955 

1902 

660,185,511 

1903 

736,114,277 

1904 

729,830,441 

1905  

825,169,662 

1906 

1907 

858,857,988 
980,684,611 

1908 

1909 

1910 

1911 

1912 

875,521,653 

974,471,618 

1,084,069,944 

1,121,654,799 

/  ' 


N> 


•Includes  value  of  imports  and  exports  by  rivers  and  canals  from  1901  to  1912,  inclusive. 


',^- 


,y 


TONS  OF  IMPORTS  AND  EXPORTS  OF  MERCHANDISE  AT  THE 

PORT  OF  HONGKONG,  BY  SEA 


Year 

Imports 

Exports 

Total 

1900 

1905 

1906 

1907 

1908 

1912 

4,198,389 
4,414,006 
4,493,715 
4,841,000 
4,169,856 
4,151,805 

2,836,905 
3,011,305 
2,778,441 
3,049,000 
2,102,857 
3,219,000 

7,035,294 
7,425,311 
7,272,156 

7,890,000 
6,272,713 
7,370,805 

[23] 


River  and  Harbor  Improvements  at  the 

Port  of  New  York. 


1852. 


1868. 


$13,861.59 


20,000.00 


1 


EAST  RIVER  AND  HELL  GATE 

DATE,  CHARACTER  AND  COST  OF  IMPROVEMENTS 
East  River,  a  tidal  strait  about  16  miles  long  and  600  to  4,000  feet  wide,  exclu- 
sive of  bays  and  estuaries,  separating  Manhattan  and  Bronx  Boroughs  from  Brooklyn 
and  Queens  Boroughs,  in  the  City  of  New  York,  extends  from  the  Battery  to  Throggs 
Neck,  at  the  head  of  Long  Island  Sound.  Though  a  channel  navigable  by  seagoing 
vessels  has  always  existed,  it  was  in  its  original  condition  rendered  tortuous  and  dan- 
gerous by  rocks  and  reefs,  especially  in  the  part  known  as  Hell  Gate. 

1851.  The  City  of  New  York  made  the  initial  expenditure,  for  re- 
moval of  rocks  obstructing  Hell  Gate,  and  part  of  Dia- 
mond Reef, 

Initial  appropriation  by  Congress,  to  reduce  Pot  Rock  to 
20.5  feet  below  mean  low  water. 

Congress  appropriated  $300,000  (later  reduced  by  $85,000) 
for  a  project  estimated  to  cost  $8,692,645.15,  to  carry  out 
the  following: 

Removal  to  26  feet  depth  below  mean  low  water  mark  of  Pot  Rock, 
Frying  Pan  Reef,  Shell  Drake,  Heel  Tap,  rock  off  Negro  Point,  Scaly 
Rock,  Hallets  Point,  Middle  Reef  (which  includes  the  rocks  desig- 
nated in  earlier  reports  as  Negro  Head,  Flood  Rock,  Hen  and 
Chickens,  and  Gridiron),  Diamond  Reef,  Coenties  Reef,  and  Battery 
Reef;  the  construction  of  sea  walls  on  Hogs  Back,  Holmes  Rock, 
Great  and  Little  Mill  Rocks,  Bread  and  Cheese,  and  Rhinelander 
Reef;  and  the  construction  of  a  dike  closing  the  channel  between 
Bread  and  Cheese  and  Blackwells  Island. 

Project  was  modified,  by  omitting  construction  of  sea  walls 
and  dike,  by  including  Diamond  and  Coenties  Reefs  in  the 
estimate,  which  latter  was  reduced  to  $5,139,120. 
On   June   30,   1913,   68   per   cent,    of  the   work   had   been 
completed,  the  total  cost  of  which  amounted  to 
An  increase  in  the  estimate,  of  $239,950,  because  of  proposed 
removal  of  rocky  obstructions  as  necessities  of  navigation  de- 
manded, was  made,  which  estimate  was  later  increased  to  a 
total  of  $366,215  as  a  result  of  more  extended  investigation. 
Removal  of  Man-o'- War  Reef  at  an  estimated  cost  of  $500,- 
000  was  authorized,  thus  increasing  amount  of  estimate  for 
entire  project  to  $5,639,120. 

[24] 


1874. 


1908. 


$5,392,369.35 


1899. 


ft 


e 


1%' 


^^L.--' 


il 


'^•> 


1910.  Act  June  25  authorized  removal  of  Middle  Ground  to  depth 
of  26  feet  below  mean  low  water,  and  making  of  channel  be- 
tween North  and  South  Brother  Islands. 

1913.  On  June  30,  the  estimated  cost  for  completing  project  was 
$8,757,183.00. 

On  June  30,  with  the  exception  of  Hell  Gate,  off  Hallets 
Point,  the  channel  from  the  Battery  to  Long  Island  Sound, 
at  mean  low  water  has  a  uniform  depth  throughout  of 
On  June  30,  with  exceptions  already  noted  where  width  is 
from  200  to  300  feet,  the  channel  has  a  uniform  width  of 
A  large  part  of  the  waterfronts  of  Manhattan  and  Brook- 
lyn are  unavailable  for  deep  sea  commerce  because  of  a 
varying  depth  of  from 

The  tidal  range  is  greatest  at  entrance  of  East  River  into 
Long  Island  Sound,  and  least  at  Brooklyn  Navy  Yard,  the 
mean  range  being  from 

Table  Showing  Work  Called  for  Under  Existing  Project: 

Distance  by         Least  Least  T»miM«f«i 

LOCALITY  Water  from      Original  Present         ^Si 

the  Battery         Depth  Depth  i^pm 

Miles  Feet  Feet  Feet 

Battery  Reef 12.8  12.8  «6 

South  Ferry  Reef 17  19  S6 

Diamond  Reef j4  15.7  26  26 

Reef  off  Diamond    Reef- }4  19  26  %6 

Coentis   Reef ^  14.3  25.5  28 

Third  Street  Reef. 3  15.9  26  »6 

Shell  Reef 2>^  to  4          7.5  13  18 

Pilgrim  Rock 3^  12  24  26 

Twenty-sixth  Street   Reef 4  16.1  26  26 

Charlotte   Rock 4^  14.7  26  26 

Ferry  Reef 4>^               7  24  26 

Man-of-War  Rock 4)<               0.8  26  26 

Middle    Reef  (including   Negro 

Head,  Flood  Rock,  Hen  and 

Chickens,  and  Gridiron^)....       7)4              6  14.9  26 

Heel  Tap  Rock 7^  12.1  20.5  26 

Hallets  Point  Reef 7>4              4  26  26 

Frying  Pan  Reef, 734               9  23.8  26 

Pot  Rock 8                 8  26  26 

Shell  Drake   Rock 8                  8  26  26 

Ways  Reef 8^              5  26  26 

Rock  oflF  Negro    Point 9  ....  ....  26 

Scaly    Rock 9^  ....  ....  .... 

Middle  Ground* 10  11  17.8  26 

Reef  off  North  Brother  Island- . .     10^  16  

Channel  between  North  Brother 

and  South  Brother  Islands'  • .  10^-11^  19  19  26 

Barretto    Reef H^  ^"^  26  26 

1  Under  contract  for  completing  removal. 

2  Under  contract  for  part  removal. 

3  Under  contract  for  deepening  for  a  width  of  about  300  feet. 

[25] 


30  feet 

550  feet 

13  to  30  feet 

4  to  7.2  feet 

REMARKS 


Completed. 
Completed. 

Completed. 


Completed. 
Completed. 

Completed. 


95  per  cent  completed. 

Completed. 

Completed. 
Completed. 
Completed. 

Reported  Completed. 


Completed. 


M 


The  traffic  in  East  River  is  very  great,  and  is  intimately  connected  with  that 
of  New  York  Harbor  proper.  The  aggregate  tonnage  in  the  East  River  section 
of  Greater  New  York  was  estimated  in  1911  at  45,331,216  short  tons.  This  does 
not  include  through  traffic.  Data  secured  from  reliable  sources  in  1909  shows  that 
the  number  of  trips  through  Hell  Gate  Channel  by  steamers  and  tugs  of  estab- 
lished transportation  lines  average  about  450  daily,  and  of  ferryboats  using  and 
crossing  the  channel  about  400  daily.  This  does  not  include  barges,  lighters, 
and  car  floats  in  tow,  or  privately  owned  commercial  vessels  or  yachts.  The  size 
of  the  boats  of  the  transportation  lines  vary  from  50  to  456  feet  in  length,  12  to 
96  feet  beam,  and  6  to  20  feet  draft.  Barges  and  lighters  in  tow  are  quite  numer- 
ous, are  of  varying  dimensions  up  to  23  feet  draft,  and  are  usually  made  up  into 
tows  of  three  barges  each.  The  car-floats  are  327  feet  long,  40  feet  beam,  and 
about  10%  feet  draft,  and  are  towed  one  on  each  side  of  a  power  boat,  thus  mak- 
ing up  a  tow  approximately  105  feet  wide  and  327  feet  long.  It  is  reported  that 
about  100  of  these  car-floats  pass  through  Hell  Gate  during  each  24  hours. 

While  the  benefits  derived  from  the  improvement  cannot  be  shown  by  its 
influence  on  freight  rates  or  directly  by  the  increase  in  tonnage,  the  commerce  of 
the  river  is  so  enormous,  both  in  tonnage  and  value,  that  every  improvement  which 
facilitates  and  lessens  the  dangers  to  navigation  in  this  waterway  is  unquestion- 
ably justified.  Perhaps  the  most  obvious  effect  of  the  improvement  is  the  in- 
crease in  the  number  of  vessels  of  large  tonnage  using  the  river. 

Improvements  in  the  waterfront  now  contemplated  by  the  local  authorities, 
if  made,  will  result  in  a  considerable  reduction  in  rates  and  in  cost  of  handling 
freight.  The  amount  of  this  reduction  will  be,  to  a  very  appreciable  extent,  de- 
pendent upon  the  size  of  channels  provided  by  the  United  States,  and  on  the 
depth  of  water  provided  outside  the  pierhead  lines. 

NEW    PROJECT    ABOUT    TO    BE    UNDERTAKEN. 

1914.  The  pending  Rivers  and  Harbors  Appropriation  bill  contains 
an  appropriation  of  $500,000  for  beginning  a  new  project 
for  the  improvement  of  the  East  River  and  Hell  Gate,  under 
a  continuing  contract,  the  estimated  cost  of  completing 
which  is  $13,398,519.00 

This  project  was  recommended  by  the  district  engineer,  and  has  been 
successively  approved  by  the  Board  of  Engineers  for  Rivers  and  Harbors, 
the  Chief  of  Engineers,  and  the  Secretary  of  War,  details  of  which  follow : 

To  provide  a  through  channel  35  feet  deep,  at  mean  low  water: 

Work  at  and  near  Battery  channel 

1,000  feet  wide $  777,223 

Shell  Reef,  900  feet  wide 163,396 

Ferry  Reef,  off  Thirty-fourth  St.  297,990 

Entrance  to  West  Channel,  Black- 
wells  Island   732,632 

West   Channel,    Blackwells   Island, 

to  100  ft.  of  bulkhead  line 450,000 

Middle  Reef,  650  feet 959,756 

[26] 


f 


f 


V 


-  f 


V 


$8,616,780 


Reef,  Hallets  Point  to  Hogs  Back, 

900  ft 1,775,377 

Pot  Rock 65,860 

Ways  Reef  135,238 

Middle  Ground,  550  feet 2,768,311 

North  Point,  North  Brother  Island  228,000 
Rocks   off   Port  Morris   and   Bar- 

retto   Point    262,997 

To  give  access  to  wharves,  as  follows : 

Off  Battery .$    141,490 

Brooklyn    shore,   Brooklyn   Bridge 

to  off  Corlears  Hooks,  to  30  ft.         31,066 

Corlears  Reef  to  30  feet 451,048 

Brooklyn  shore,  Newtown  Creek  to 

south  end  of  Blackwell's  Island, 

30  feet 89,928 

New   York    shore,    Corlears    Hook 

to  Thirtieth  Street,  to  25  ft...  1,332,000 

Isolated  Rocks  to  30  feet 83,926 

$2,129,458 

East  Channel,  Blackwell's  Island,  as  follows : 

Channel  20  ft.  deep  to  within  50 

ft.  of  bulkhead  line  on  the  Long 

Island  shore $1,877,000 

Rhinelander  Reef  to  26   feet 141,579 

Port  Morris  Shoal  to  30  feet...        37,924  ' 

Between   South  Brother  and  Ber- 

rian  Islands,  channel  300  feet  by 

20  feet 380,778 

Between  North  and  South  Brother 

Islands,  channel  400  ft.  by  26  ft.      215,000 

■ $2,652,281 

$13,398,619.00 

The  foregoing  is  the  modification  of  the  project  as  originally  recommended  by 
the  district  engineer,  which  covered  the  following  items: 

For  a  through  channel,  35  feet  deep $10,504,500 

To  give  30  feet  access  to  wharves 3,386|,644 

East  Channel,  Blackwells  Island 6,885,190 

Rhinelander  Reef - 141,579 

Port  Morris  Shoal 37,924 

Complete  channel  between  North  and  South    Brother   Islands  215,000 

Channel  south  of  South  Brother  Island 380,778 

Harlem  Kills 4,833,257 

Little  Hell  Gate    6,148,629 

Total $32,533,501 

[27] 


The  Board  of  Engineers  gives  as  its  reasons  for  the  modification  their  convic- 
tion "that  not  all  of  the  work  recommended  by  the  district  officer  would  be  justified  at 
this  time  or  in  the  near  future.  *  *  In  a  problem  of  such  a  complex  character, 
with  more  or  less  uncertainty  as  to  the  tidal  changes  that  would  attend  such  work,  it  is 
considered  better  to  await  the  developments  that  may  follow  the  construction  of  the 
Harlem  Kills  Channel  that  has  already  been  recommended,  in  case  this  is  authorized 
by  Congress." 

NEW  YORK  HARBOR,  NEW  YORK.— There  are  two  improved  entrance- 
channels  to  New  York  Harbor,  the  Main  Ship-Bayside-Gedney  Channel,  and  the  new 
Ambrose  Channel;  the  Swash  South  Channel,  with  about  22  feet  available  depth,  has 
not  been  improved. 

MAIN    SHIP    BAYSIDE    GEDNEY    CHANNEL. 
Date,  Character  and  Cost. 

The  original  channel  was  23.7  feet  deep  across  the  outer  bar 
at  mean  low  water,  with  same  depth  across  shoals  between 
bar  and  deep  water  in  harbor.  Improvement  authorized  in 
1884  and  extended  in  1886  authorized  a  channel  1,000  feet 
wide  and  30  feet  deep  between  the  sea  and  deep  water  in 
the  Narrows,  at  an  estimated  cost  of  $1,490,000,  but  an 
actual  expenditure  of 

Improvement  was  completed  in  October,  1891,  since  when 
the  cost  of  maintenance,  which  increases  annually,  has  been 

River  and  Harbor  Act  of  June  25,  provided  for  "improving 
New  York  Harbor,  for  maintenance,  including  Ambrose 
Channel,"  for  which  there  was  appropriated 


1884. 


1886. 


1891. 


1910. 


AMBROSE   CHANNEL  IMPROVEMENT. 
Date,  Character  and  Cost. 

1899.  Formerly  known  as  East  Channel,  had  an  original  depth  of 
16  feet  at  mean  low  water.  Act  of  1899  authorized  con- 
struction of  a  channel  2,000  feet  wide  and  40  feet  deep  at 
mean  low  water  at  a  cost  not  exceeding  $4,000,000   which 

1907.     limit  was  in  1907  raised  to  $5,148,510,   which   will   suffice. 

To  June  30,  1913,  there  had  been  expended 

and  the  project  was  reported  as  99  per  cent,  completed. 

1905.  Congress  provided,  under  Ambrose  Channel  improvement 
work,  in  1902  and  1905,  for  the  removal  of  a  reef  opposite 

1909.  Pier  A,  Manhattan,  North  River,  completed  in  1909  at 
a  cost  of 

[28] 


$1,518,024.52 


815,898.64 


200,000.00 


$5,171,588.18 


41,479.12 


1913.     Balance  available  for  maintenance  on  July  1,  1913,  covered 
by  uncompleted  contracts,  was 

on  which  date  there  was  an  unexpended  balance  for  construc- 
tion of  the  Ambrose  Channel  of 


$511,784.05 
63,359.49 


Ambrose  Channel  is  at  present  safely  navigated  by  steam  vessels  not  only 
during  daylight,  as  formerly,  but  at  nights  and  even  in  foggy  weather.  Until 
within  the  past  three  years  no  vessels  attempted  to  come  in  at  night.  At  present 
they  come  in  at  all  hours  of  the  night,  and  some  steamers  come  in  in  heavy  fog. 
That  such  vessels  may  navigate  the  channel  in  safety  there  should  be  no  other  ves- 
sels in  the  course  which  are  not  under  control.  The  River  and  Harbor  Act  of  1913 
contains  a  provision  to  meet  this  need,  which  will  be  put  in  operation  when  the 
channel  is  declared  completed. 

Channel    in    Gowanus    Bay,   New    York    Harbor,    New    York.  —  Bay 

Ridge  and  Red  Hook  Channels. — These  channels  lie  along  the  east  shore 
of  the  upper  bay.  New  York  Harbor,  and  with  Buttermilk  Channel  form  the 
easterly  channel  between  the  Narrows  and  East  River,  separated  from  the  main  chan- 
nel by  the  broad  shoal  off  Gowanus  Bay  and  by  Governors  Island. 


DatEj  Character  and  Cost. 

1881.  Original  depth  7  to  12  feet.  Original  project  provided  for  a 
channel  200  feet  wide  and  18  feet  deep,  subsequently  modi- 
fied to  make  the  depth  26  feet  and  width  800  feet  in  Bay 
Ridge  Channel,  with  400  feet  width  in  Red  Hook  Channel, 

1899.     which  was  completed  in  1899  at  a  cost  of  about 

In  1899  provision  was  made  for  making  Bay  Ridge  and 
Red  Hook  Channels  40  feet  deep  at  mean  low  water  and 
1,200  feet  wide,  at  a  cost  not  exceeding  $2,500,000.  The 
1907.  River  and  Harbor  Act  of  March  2,  1907,  authorized  a  35- 
foot  channel  first,  and  later  the  40-foot  channel,  upon  which 
has  been  expended.  The  original  (1899)  project  is  about  78 
per  cent,  completed,  which  includes  40  feet  depth  in  Bay 
Ridge  Channel  for  about  one-half  the  authorized  width,  and 
35  feet  in  depth  in  Red  Hook  Channel,  except  in  spots. 


$1,090,000.00 


2,460,187.34 


"The  result  of  work  done  has  been  to  enlarge  Bay  Ridge  Channel 
from  26  feet  deep  and  800  feet  wide  to  35  feet  deep  and  1,200  feet 
wide,  with  40  feet  deep  for  half  of  that  width,  and  to  enlarge  Red 
"Hook  Channel  from  26  feet  deep  and  400  feet  wide  to  32  feet 
deep  and  nearly  1,200  feet  wide.  The  maximum  available  depth 
through  Bay  Ridge  Channel  is  40  feet ;  through  Red  Hook  33  feet ; 
the  length  of  the  improvement  is  41/^  miles." 

[29] 


(( 


a 


a 


a 


« 


% 


1913.     On  July  1,  1913,  the  available  balance  was 

exclusive  of  which  $659,000  is  estimated  as  necessary  for  the 
project's  completion. 


$346,008.32 


The  effect  of  the  improvement  projected  is  undoubtedly  to  lower  freight 
rates;  these  rates  depend  so  largely  upon  the  amount  of  business  in  hand  and  upon 
competition  that  it  is  impracticable  to  separate  the  effect  of  the  improvement 
upon  rates.  A  notable  effect  has  been  the  growth  of  foreign  commerce  and  the 
class  of  ships  which  carry  it,  many  of  which  could  not  have  entered  Bay  Ridge 
Channel  before  its  improvement.  Diu'ing  the  past  year  one  trans- Atlantic  steam- 
ship line  has  diverted  part  of  its  traffic  to  the  head  of  the  Bay  Ridge  Channel. 

The  funds  appropriated  by  the  River  and  Harbor  Act  of  1913  will  be  applied 
to  deepening  the  west  half  of  Bay  Ridge  Channel  to  40  feet  and  to  extending  the 
40  feet  depth  into  Red  Hook  Channel,  to  be  done  under  a  contract  about  to  be 
made.  In  view  of  the  extent  and  importance  of  this  improvement  it  is  recom- 
mended that  a  further  continuing  contract  authorization  be  made  for  its  comple- 
tion, or  at  least  for  completing  work  on  Bay  Ridge  Channel,  this  latter  part  of 
the  project  being  estimated  to  cost  $1,091,000,  or  $300,000  in  excess  of  funds  here- 
tofore appropriated. 

CONEY  ISLAND  CHANNEL,  NEW  YORK  HARBOR.— This  channel 
lies  immediately  south  of  Coney  Island,  at  the  southwestern  extremity  of  Long  Island, 
and  is  the  northerly  one  of  five  channels  which  cross  the  bar  between  New  York  lower 
bay  and  the  ocean. 


Date^  Chakactee  and  Cost. 

1900.  Original  depth  of  narrow  channel  was  about  10  feet,  which 
in  1900  was  dredged  to  a  depth  of  14  feet  at  the  shoal  (or 
west)  end  and  500  to  560  feet  wide,  and  was   in    1905  again 

1905.     dredged  to  a  width  of  400  feet. 

1907.  In  1907  provision  was  made  for  a  channel  20  feet  deep 
and  600  feet  wide  at  mean  low  water,  at  an  estimated  cost 
of  $168,300  and  $20,000  annually  for  maintenance.  The 
work  has  been  about  one-half  completed  at  an  expenditure 

1913.     of  $108,960.53,  to  June  30,  1913,  out  of  an  appropriation  of 

Available  funds  are  regarded  sufficient  for  completion. 
The  present  maximum  draft  is  18  feet  at  mean  low  water. 
The  mean  rise  of  tide  is  4^/^  feet.      Total   length   of   pro- 
jected channel  1%  miles. 

[30] 


$188,300.00 


) 


T 


Coney  Island  Channel  has  no  distinctive  head  of  navigation;  it  is  a  connecting 
channel  between  New  York  Harbor  and  Jamaica  Bay,  and  for  dump  scows  be- 
tween the  harbor  and  the  ocean. 

The  project  was  intended  to  secure  a  sufficient  channel  for  the  use  of  tows, 
principally  dump  scows  entering  and  leaving  New  York  Harbor,  in  order  to  free 
the  main  channels  from  this  class  of  navigation.  It  is  also  used,  and  will  be  for 
many  years,  as  the  conmiunicating  channel  between  Jamaica  Bay  and  New  York 
Harbor,  and  is  the  general  route  for  transporting  garbage  and  refuse  to  Barren 
Island  disposal  works  and  for  summer  excursion  boats  to  and  from  Coney  Island 
and  Rockaway  Beaches. 

The  commerce  through  Coney  Island  Channel  consists  mainly  of  ashes  and 
garbage  to  the  Barren  Island  disposal  works,  of  fuel  and  building  materials,  and 
general  merchandise,  amounting  in  1912  to  425,551  short  tons. 

During  the  summer  months  six  steamers  regularly  carry  excursionists  to  the 
shore  resorts  at  Coney  Island  and  Rockaway  Beach;  the  number  carried  by  boat 
in  1912  was  1,034,222.  The  effect  of  the  improvement  upon  freight  rates  is  small 
and  indeterminable. 

FLUSHING  BAY. — Flushing  Bay  is  on  the  north  shore  of  Long  Island, 
about  14  miles  by  water  from  the  Battery,  and  is  about  1  mile  wide  and  2  miles  long. 
Before  improvement  the  controlling  depth  up  to  Flushing  was  3.9  feet  at  mean  low 
water.  Flushing  Creek,  a  tidal  stream  about  250  feet  wide  at  its  mouth,  flows  into  the 
head  of  the  bay.  The  head  of  navigation  on  the  creek  is  about  8.5  miles  above  its  con- 
fluence with  the  bay. 

Date,  Character  and  Cost. 

1879.  Before  improvement  the  controlling  depth  of  channel  was 
1888.  3.9  feet  at  mean  low  water.  The  project  adopted  March  3, 
1891.  1879,  modified  Sept.  19,  1888,  and  June  9,  1891,  provided 
for  making  and  maintaining  a  channel  6  feet  deep  at  mean 
low  water,  at  an  estimated  cost  of  $173,500,  upon  which 
1913.     there  had  been  expended,  to  June  30, 1913, 

inclusive  of  $24,985.54  for  maintenance.  On  March  4, 1913, 
a  new  project  was  adopted  for  a  channel  for  a  "channel 
from  the  bay  to  the  bridge  200  feet  wide  and  10  feet  deep  at 
mean  low  water,  at  the  beginning,  narrowing  toward  its  end 
to  7  feet  deep,  at  an  estimated  cost  of  $235,700.  Up  to  June 
30,  1913,  no  work  had  been  done,  on  which  date  there  was  an 
unexpended  balance  of 
exclusive  of  $59,123.29  required  to  complete  the  project. 

[31] 


$173,652.28 


317,601.26 


Jf    ^ 


t. 


$197,500.00 


NEWTOWN   CREEK  IMPROVEMENT. 

Date^  Character  and  Cost. 

This  Creek,  an  inlet  from  the  East  River,  extends  inland  between  Brooklyn 
and  Queens  Boroughs,  for  a  distance  of  about  four  miles. 

1880.  The  natural  depth  varied  from  the  mouth  to  the  head  of 
1884.  navigation,  respectively,  from  12%  to  4  feet.  The  original 
project,  adopted  in  1880  and  modified  in  1884,  provided  a 
channel  240  feet  wide  and  21  feet  depth  from  the  mouth  to 
Vernon  Avenue  Bridge ;  thence  to  head  of  navigation  on  both 
branches  of  channel,  decreasing  from  175  to  100  feet  wide, 
and  from  18  to  10  feet  depth,  at  an  estimated  cost  of  $255,- 
500,  in  carrying  out  which  there  was  was  expended 

1896.  The  existing  project,  adopted  June  3,  1896,  provided  for  a 
uniform  channel  125  feet  wide  and  18  feet  deep  from  the 
East  River  to  the  head  of  navigation  in  the  creek,  and  in 
English  Kills,  respectively,  at  the  Metropolitan  Avenue 
Bridge,  at  an  estimated  cost  of  $450,000,  subsequently  re- 

1907.  duced  to  $213,000.  On  March  4,  1907  the  sum  of  $15,000 
was  appropriated  for  widening  the  entrance,  increasing  the 

1913.     total  estunate  to  $228,000.    Up  to  June  30,  1913,  there  had 
been  expended  (inclusive  of  $65,047.25  for  maintenance)   on 
the  work,  about  90  per  cent,  completed, 
at  which  time  there  was  an  unexpended  balance  of 
exclusive  of  which  it  was  estimated  that   $30,000   could  be 
profitably  expended  for  maintenance  of  improvement. 

The  channel  requires  extensive  redredging.  The  maximum  draft  that  could  be 
carried  over  the  shoalest  part  of  the  channel  on  June  30,  1913  at  mean  low  water,  was 
about  14  feet.  The  mean  range  of  tides  is  about  4%  feet.  The  total  length  of  navi- 
gable channel  is  about  4  miles.  In  1903  there  were  2,675,025  short  tons,  valued  at 
$90,535,640,  and  in  1912  there  were  4,921,843  short  tons,  valued  at  $225,416,029  carried 
in  this  creek. 

The  increased  depth  resulting  from  this  improvement  has  greatly  benefited 
commerce.  Freight  rates  have  been  reported  as  greatly  reduced  by  it.  It  is  diffi- 
cult if  not  impracticable  to  ascertain  details;  but  the  large  and  valuable  com- 
merce of  this  water  is  the  best  index  to  the  effect  of  the  improvement. 

WALLABOUT  CHANNEL,  N.  Y.— This  channel  consists  of  a  waterway 
extending  in  a  half  circle  around  the  inside  of  the  island  known  as  Cob  Dock,  which 
lies  in  Wallabout  Bay,  a  slight  indentation  of  the  East  River,  off  the  United  States 
Navy  Yard  at  Brooklyn,  and  is  part  of  United  States  property.    Wallabout  Channel 

[32] 


268,811.06 
44,919.02 


^ 


i 


T 


.y 


/'> 


$18,173.69 
17,826.81 


is  separated  in  two  parts,  called  "east"  and  "west"  channels,  and  connects  with  the 
East  River  east  and  west  of  Cob  Dock.  The  east  channel,  which  is  about  2,000  feet 
long  and  from  250  to  350  feet  wide,  with  available  depth  of  from  16  to  20  feet  along 
the  line  of  deepest  water,  diminishing  to  5  feet  along  the  sides,  is  the  part  embraced  in 
the  approved  project  for  improvement. 

Date,  Character  and  Cost. 

1899.  The  existing  project,  adopted  in  1899,  is  to  secure  a  depth  of 
20  feet  at  mean  low  water  and  widths  ranging  from  250  to 
350  feet  from  the  entrance  at  the  East  River,  which  was  se- 
cured in  1900  at  a  cost  of 

1913.  in  addition  to  which,  to  June  30,  1913,  maintenance  had  cost 
which  leaves  an  unexpended  balance,  with  no  further  work 
needed,  the  present  work  adequately  sufficing  for  present 
need  of  4,000.00 

BRONX  RIVER.— 15  miles  long,  flowing  south  into  shallow  bay  1  mile  long, 
300  to  4,500  feet  wide,  which  opens  into  East  River  at  Hunt's  Point.  Navigable  part 
of  river,  50  to  300  feet  wide,  lies  wholly  within  limits  of  Greater  New  York,  extends 
2%  miles  from  mouth  to  dam  at  East  177th  Street  (West  Farms) .  Projected  channel 
extends  from  deep  water  in  East  River  to  dam,  about  3I4  miles. 

Date,  Character  and  Cost. 

1896.  The  original  project,  adopted  June  30, 1896,  provided  for  a 
channel  4  feet  deep  at  mean  low  water,  from  100  feet  wide 
at  mouth  to  50  feet  wide  at  head  of  navigation,  at  an  esti- 

1913.     mated  cost  of  $85,985.     There  had  been  expended, 

to  June  30,  1913,  of  which  $26,909.23  was  for  maintenance. 
Existing  project,  adopted  March  4,  1913,  provides  for  a 
channel  10  feet  deep  at  mean  low  water  and  a  bottom  width 
of  100  feet,  with  increases  at  bends,  including  a  turning 
basin  at  the  head  of  the  improvement.  It  provides  for 
maintenance  of  channel  excavated  under  1896  project.  The 
estimated  cost  of  the  new  project  is  $930,000,  and  $3,000  to 
$4,000  annually  for  maintenance.  On  June  30,  1913,  the 
unexpended  balance  on  the  new  project  amounted  to 
in  addition  to  which,  on  the  1896  project,  there  remains  an 
unexpended  balance  of 

As  a  result  of  the  improvement  made  under  the  project  of  June  3,  1896,  the 
cost  of  transportation  has  been  reduced  and  the  commerce  of  the  river  has  grown 
to  such  proportions  that  interruptions  and  delays  to  traffic  are  of  daily  occurrence. 

[33] 


$95,966.70 


130,000.50 


542.95 


I 


The  channel  provided  for  under  the  existing  project  is  intended  to  remedy  this 
evil,  but  traffic  conditions  will  not  be  relieved  until  this  deeper  and  wider  chan- 
nel has  been  completed  up  to  the  railroad  bridge  at  least.  The  additional  ap- 
propriation recommended  will  be  applied  to  this  purpose. 

EAST  CHESTER  CREEK,  NEW  YORK.— This  creek,  also  known  as 
Hutchinson  River,  empties  into  East  Chester  Bay  in  the  north  shore  of  Long  Island 
Sound  about  12  miles  west  of  Connecticut  State  line  and  about  21  miles,  by  water,  east 
of  the  Battery,  New  York  City.  Its  source  is  about  9  miles  slightly  east  of  north  from 
its  mouth.     The  bay  is  about  3  miles  long  and  1,000  feet  to  1%  miles  wide. 


1873. 
1891. 


1910. 


$89,091.22 
26,410.78 


1913. 


29,918.24 
34,048.56 


Date^  Chakactek  and  Cost. 

The  original  project,  adopted  in  1873,  and  modified  in  1891 
provided  for  a  channel  100  feet  wide  and  9  feet  deep,  mean 
high  water,  from  deep  water  in  East  Chester  Bay,  at  an  esti- 
mated cost  of  $89,091.22,  completed  in  1899  at  a  cost  of 
since  which,  up  to  June  30,  1910,  there  had  been  expended 
for  maintenance 

Existing  project  was  adopted  June  25,  1910,  and  provided 
for  a  channel  5  feet  deep  at  mean  low  water  and  150  feet 
wide  at  mouth  to  70  feet  wide  near  head,  at  an  estimated 
cost  of  $103,000,  and  $3,000  annually  for  maintenance. 
About  29  per  cent,  of  the  work  had  been  completed  up  to 
June  30, 1913,  up  to  which  time  there  had  been  expended  on  it 
On  July  1,  1913,  the  available  balance  amounted  to 
it  being  estimated  that  $39,000  is  required  to  complete  it. 
The  mean  range  of  the  tide  is  7.1  feet.  Length  of  section 
improved  under  previous  projects  is  about  2%  miles.  The 
total  navigable  channel  from  the  East  River  is  about  5  miles, 
of  which  3  miles  is  included  in  the  present  project. 

The  tonnage  and  value  of  the  commerce  of  this  creek,  mainly  in  building  mate- 
rial, coal,  oil,  steel,  and  products,  were  104,655  short  tons  in  1903,  valued  at  $572,800, 
and  116,734  short  tons  in  1912  valued  at  $784,684. 

The  effect  of  this  improvement  under  past  projects  has  been  to  increase  the 
number  of  firms  carrying  on  business  along  this  stream.  So  far  as  has  been 
learned,  this  improvement  has  made  no  change  in  railroad  freight  rates,  but  the 
effect  has  been  to  increase  waterborne  conmierce,  for  which  freight  rates  are  lower 
than  rail  rates.  Work  under  the  present  project  has  not  progressed  sufficiently 
to  have  any  appreciable  effect  on  commerce. 

[34] 


V^ 


k    < 


WESTCHESTER  CREEK,  NEW  YORK.— This  is  a  small  stream  lying 
wholly  within  the  limits  of  Greater  New  York,  extending  from  an  estuary  in  the  north 
shore  of  the  East  River  northward  a  distance  of  about  4  miles.  The  estuary  is  about  1 
mile  long  and  500  to  3,000  feet  wide. 


Date^  Character  and  Cost. 

1910.  Original  depth  of  channel  was  navigable  for  vessels  drawing 
3%  feet,  and  it  was  from  20  to  80  feet  wide.  Existing,  which 
was  original,  project,  provides  for  a  channel  8  feet  deep  at 
mean  low  water  and  100  feet  wide  across  the  estuary,  to  60 
feet  wide  at  head  of  navigation.  The  estimated  cost  is  $54,- 
780  and  $2,000  annually  for  maintenance.      The  expendi- 

1913.     tures  up  to  June  30,  1913,  amount  to 
leaving  an  unexpended  balance  of 


$43,837.61 
8,714.09 


About  47  per  cent,  of  the  work  has  been  completed.  The  max- 
imum draft  at  mean  low  water  was  8  feet  at  the  lower  and 
6  feet  at  the  upper  section  of  the  work.  Mean  range  of 
tides  about  6.8  feet.  The  length  of  the  section  completed  as 
projected  is  about  1  6/10  miles,  and  of  the  partly  improved 
section  about  1  1/16  miles. 

The  tonnage  and  value  of  the  commerce  of  this  creek,  consisting  mainly  of  build- 
ing materials,  coal,  etc.,  were  50,000  short  tons  in  1890,  valued  at  $242,000,  and  169,164 
short  tons  in  1912,  valued  at  $733,236. 

While  the  work  thus  far  accomplished  has  caused  a  considerable  reduction  in 
delays  to  waterborne  conmierce,  it  is  too  early  for  the  improvement  to  have  had 
any  effect  on  freight  rates. 

JAMAICA  BAY,  NEW  YORK.— This  bay  lies  wholly  within  the  limits  of 
New  York  City  in  the  south  shore  of  Long  Island.  It  is  approximately  8  miles  long 
and  4  miles  wide,  and  covers  an  area  of  about  32  square  miles.  It  is  connected  with 
the  ocean  at  Rockaway  Inlet  by  a  shifting  channel  having  a  least  depth  over  the  bar 
of  about  13  feet  at  mean  low  water  when  surveyed  in  1908,  increasing  to  about  50 
feet  inside  of  Rockaway  Point.  Low  lying  hummocks  in  the  bay  and  bounding  marshes 
reduce  the  water  area  to  about  25  square  miles.  Numerous  channels,  varying  both  in 
depth  and  width,  pass  between  the  hummocks  and  along  the  shores  of  the  bay,  some  of 
which  are  not  navigable  at  ordinary  low  water. 

[35] 


1907, 
1909. 


1910. 


1911. 


1912. 


1913. 


JAMAICA    BAY    IMPROVEMENT. 
Date^  Character  and  Cost. 

The  Engineers  of  the  United  States  Army  presented  favor- 
able reports  for  the  improvement  of  Jamaica  Bay  by  the 
construction  of  a  preUminary  channel  18  feet  in  depth  and 
500  feet  in  width  along  the  westerly  and  northerly  shores, 
which  channel  should  ultimately  be  increased  to  30  feet  in 
depth  and  1,000  feet  in  width,  it  being  recommended  that 
appropriations  be  made  for  this  purpose  provided  the 
Secretary  of  War  should  be  satisfied  that  the  City  of 
New  York  was  committed  to  the  general  improvement  of 
Jamaica  Bay,  and  upon  the  further  proviso  that  the  actual 
work  of  dredging  be  performed  and  the  money  expended  by 
the  City,  reimbursement  being  made  to  it  by  the  United 
States  Government  for  dredging  at  a  rate  not  exceeding  eight 
cents  per  cubic  yard.  The  entrance  channel  was  to  be  opened 
and  maintained  by  the  United  States  Government  without 
assistance  from  the  City. 
On  June  25,  1910,  Congress  appropriated 
as  recommended  by  the  Army  Engineers,  to  become 
available  upon  the  certificate  of  the  Secretary  of  War. 
On  January  11,  1911  the  City  of  New  York  appropriated 
the  sum  of  $1,000,000  for  the  improvement  of  Jamaica 
Bay,  and  as  a  result  the  Secretary  of  War  declared  himself 
satisfied  as  to  the  intention  of  the  City  and  the  appropriation 
became  available. 

The  River  and  Harbor  Act  of  this  year  appropriated  the 
sum  of 

for  reimbursement  of  the  City  of  New  York  for  dredging  of 

interior  channels. 

The  River  and  Harbor  Act  this  year  appropriated 

for  the  same  purpose. 

Total  appropriations  by  Congress 

The  following  appropriations  and  expenditures  have  been 

made  by  the   City   of  New   York    for  the   Jamaica   Bay 

Improvement : 

Appropriations: 

July  1,  1910,  for  preliminary  surveys, 
February  9,  1911,  for  construction  of  bulkhead, 
Februray  9,  1911,  for  dredging  in  main  channel, 
February  9,  1911,  for  acquiring   lands,    the   precise 
location  to  be  determined  by  joint  action   by   the 
Commissioners  of  the  Sinking  Fund, 
Total  Appropriations 

[36] 


1  ' 


$250,500.00 


i 


} 


$300,000.00 


300,000.00 


$850,500.00 


j.> 


$50,000.00 

50,000.00 

150,000.00 


750,000.00 
$1,000,000.00 


$50,000.00 

1,115.71 

154,884.00 


76,139.21 


129,860.50 
68,978.15 


On  October  7,  1911,  $76,000  was  transferred  from  the  Land 
account  to  the  Dredging  account. 

There  has  been  expended  by  the  City  of  New  York  : 

For  preliminary  surveys. 

For  construction  of  bulkheads  and  retaining  walls. 

For  dredging 

of  which   $129,860.50   has   been    refunded   by   the 

United  States  Government  under  its  agreement. 

No  land  has  been  purchased . 

There  has  therefore  been  a  total  net  expenditure  by  the 
City  of  New  York  to  date  of 

Net  expenditure  of  the  United  States  Government : 

On  interior  channels. 
On  entrance  channels. 

Total  expenditure  U.  S.  Govt,  and  N.  Y.  City  on  Jamaica 

Bay  to  date  :  $274,977.86 

Extension  of  the  interior  channel  is  delayed  by  legal  contests  as  to  ownership  of  lands 
under  water. 

The  commerce  during  1912  consisted  chiefly  of  fuel,  building  and  road 
materials,  fish  and  shellfish,  oil,  general  merchandise,  and  ashes  and  refuse,  in  amount 
425,551  tons  valued  at  about  $5,150,000. 

SHEEPSHEAD  BAY,  NEW  YORK.— Sheepshead  Bay,  a  tidal  arm  of  the 
sea  separating  the  eastern  end  of  Coney  Island  from  the  main  land  of  Long  Island,  is 
situated  entirely  within  the  city  limits  of  Greater  New  York,  15  miles  by  water  from 
the  Battery.  The  bay  is  about  li/g  miles  in  length  and  one-fifth  of  a  mile  in  average 
width.  The  entrance  is  obstructed  by  a  sand  bar,  over  which  there  is  approximately 
only  3  feet  of  water  at  low  tide.  Within  the  bay  there  is  a  good  channel,  with  depths 
suflScient  to  meet  the  present  needs  of  navigation. 


1879. 


1912. 
1013. 


Date,  Character  and  Cost. 

The  first  improvement,  at  first  (in  1879)  estimated  to  cost 
$100,000,  subsequently  modified  to  $34,200  (in  1882)  pro- 
vided a  channel  100  feet  wide  and  6  feet  deep  at  mean  low 
water,  to  connect  the  bay  with  Dead  Horse  Inlet,  the  ex- 
pense of  dredging  amounting  to 

in  addition  to  which  there  was  also  expended  for  other  pur- 
poses 

A  project  adopted  in  1912  provides  for  a  channel  6  feet 
deep  at  mean  low  water  and  100  feet  wide,  about  2,200  feet 
in  length,  on  which  to  June  30,  1913,  there  had  been  expended 

[37] 


$21,000.00 
5,000.00 

1,442.56 


r 


leaving  an  unexpended  balance  of 

The  maximum  draft  that  could  be  carried  over  the  shoalest 
part  of  the  channel,  on  June  30,  1913,  was  4  feet  at  mean 
low  tide.     Mean  range  of  tide  4.8  feet. 


$12,158.87 


HARLEM  RIVER,  NEW  YORK.— The  Harlem  River  and  Spuyten  Duy- 
vil  Creek,  both  included  in  the  improvement,  are  two  waterways  of  a  joint  length  of 
about  8  miles  which  join  at  Kingsbridge,  N.  Y.,  and  separate  Manhattan  Island  from 
the  mainland. 


ii 


*< 


DatEj  Construction  and  Cost. 

1874.  The  original  project  provided  for  a  depth  of  12  feet  at  mean 
low  water,  the  cost  of  which  totaled 

1878.  The  existing  project,  adopted  in  1878,  provided  for  a  channel 
from  the  Hudson  to  the  East  River  15  feet  deep  at  mean 
low   water,   and   350   feet   wide,   at   an  estimated   cost  of 

1879.  $2,100,000.  This  was  modified  in  1879,  increasing  the  pro- 
posed width  to  400  feet,  except  through  Dyckman's  Cut, 
where  the  width  was  not  changed,  but  the  depth  was  increased 
to  18  feet,  at  an  estimated  cost  of  $2,700,000.  Subsequent 

1886.     modifications  were  adopted  in  1886,  and  again  in  1893,  re- 

1893.  ducing  the  width  of  channel  in  vicinity  of  Washington 
Bridge  to  375  and  to  354  feet,  respectively,  with  no  change  in 

1913.  estimated  cost.  The  act  of  March  4,  1913,  provided  for  en- 
larging the  project  by  straightening  the  channel  at  John- 
son's Iron  Works,  at  a  cost  of  $850,000.  Estimated  cost  of 
enlarged  project  is  $3,550,000,  on  which 

1913.     had  been  expended  up  to  June  30,  1913,  about  44  per  cent, 
of  the  work  being  completed.     The  balance  on  hand  was 
on  June  30,  1913,  exclusive  of  which  $1,628,000  is  estimated 
as  necessary  for  its  completion. 


$188,875.56 


1,683,678.01 
218,187.61 


The  tonnage  and  value  of  the  conmierce  of  this  river,  which  is  general  in  char- 
acter, were  7,533,594  short  tons  in  1895,  valued  at  $203,707,376,  and  in  1912  they  were 
15,376,742  tons,  valued  at  $742,503,048. 

The  opening  of  the  Harlem  River  to  navigation  has  resulted  in  greatly  in- 
creasing the  areas  of  Manhattan  and  Bronx  Boroughs,  to  which  heavy  freight  can 
be  brought  by  water  with  a  marked  saving  in  cost. 

[38] 


I 


j'^ 


^ 


$319,062.64 


ARTHUR  KILL,  OR  STATEN  ISLAND  SOUND,  AND  CHANNEL 
NORTH  OF  SHOOTERS  ISLAND,  BETWEEN  NEW  YORK  AND  NEW 
JERSEY. —  (a)  Aethue  Kill,  or  Staten  Island  Sound,  New  York  and  New 

Jersey. — This  is  a  waterway  about  12  miles  long,  which,  together  with  the  lower  end  of 
Newark  Bay,  2  miles  long,  and  the  Kill  van  Kull,  3  miles  long,  forms  the  inland  water, 
way  between  upper  New  York  Bay  and  Raritan  Bay.  The  section  now  contemplated 
under  this  improvement  consists  of  14  miles  of  channel  between  Kill  van  Kull  and  Rar- 
itan Bay.  The  State  line  between  New  York  and  New  Jersey  follows  the  center  of 
this  waterway. 


Date,  Character  and  Cost. 

1874.     The  improvement  originally  authorized  in  Arthur   Kill,   or 

1880.     Staten   Island    Sound,   was   modified  in  1880  and  further 

1888.  modified  in  1888,  providing  a  channel  14  feet  deep  at  mean 
low  water,  and  400  feet  wide  through  the  shoal  in  Newark 
Bay,  Steep  Point  was  removed,  and  a  channel  dredged  in 
Lemon  Creek  to  8  feet  depth  at  high  water,  at  an  expense  of 

1902.  In  1902  a  channel  from  Kill  van  Kull  to  Raritan  Bay  was 
authorized,  to  be  300  feet  wide  and  21  feet  deep  at  mean  low 
water,  at  an  estimated  cost  of  $696,000  and  $5,000  a  year  for 
maintenance,  subsequently  increased  to  $25,000  on  which  to 
June  30,  1913,  there  had  been  expended 

1913.     On  March  4,  1913,  a  project  was  approved  for  a  channel  25 
feet  deep  at  mean  low  water  and  a  width  of  400  feet,  with  a 
suitable  turning  basin  at  mouth  of  Fresh  Kills,  at  an  esti- 
mated cost  of  $2,130,000  and  $50,000    for   annual    mainten- 
ance, on  which,  to  June  30,  1913,  there  had  been  expended 
leaving  an  unexpended  balance  of 
also  an  unexpended  balance  from  previous  projects  of 
exclusive  of  which  $1,630,000  it  is  estimated  will  be  required 
to  complete  the  project. 

(b)  For  the  Channel  north  of  Shooters  Island,  about  one  mile 
long,  300  feet  wide  and  16  feet  deep  at  mean  low  water,  it 
is  estimated  $280,115  with  $5,000  for  annual  maintenance  will 

1910.     be  necessary,  provision  for  which  was  made  in  1910  and  on 
which  there  had  been  expended  to  June  30,  1913 
on  which  date  there  was  an  unexpended  balance  of 
exclusive  of  which  $60,115.00  is  estimated  as  needed  for  its 
completion. 

[39] 


654,929.12 


306.35 

499,702.00 

73,716.60 


166,656.11 
53,343.89 


li 


1 . 


II 
1 

;i 

li:  I 


The  freight  carried  through  this  waterway  consists  of  oil,  coal,  ores,  clay 
products,  chemicals,  fertilizers,  grain,  machinery,  manufactures,  and  general  mer- 
chandise, and  amounted  in  1905  to  11,721,861  short  tons  valued  at  $265,193,813, 
and  in  1911  amounted  to  30,525,094  short  tons  valued  at  $515,437,656. 

HUDSON  RIVER  CHANNEL,  NEW  YORK  HARBOR.— The  Hudson 
River  empties  into  the  Upper  Bay  of  New  York  Harbor  at  the  Battery,  Manhattan 
Island,  New  York  City.  Its  source  is  in  the  Adirondack  Mountains,  about  250  miles 
slightly  west  of  north  from  its  mouth.  The  section  of  the  river  included  in  the  project 
for  improvement  under  the  title  of  "Hudson  River  Channel"  extends  from  a  line 
joining  the  Battery  and  Ellis  Island  to  the  northern  limits  of  New  York  City,  about 
2%  miles  north  of  the  mouth  of  Spuyten  Duyvil  Creek,  a  total  distance  of  about  16 
miles.  The  width  of  the  river  at  this  section  measured  between  established  pierhead 
lines  are,  at  the  Battery,  normal  to  the  Manhattan  shore,  3,900  feet,  gradually 
decreasing  to  2,750  feet  between  Castle  Point,  N.  J.,  and  West  14th  Street,  Manhattan, 
and  2,725  feet  at  West  59th  Street;  then  widening  to  5,400  feet  at  Spuyten  Duyvil 
Creek,  whence  it  maintains  a  uniform  width  to  the  northern  boundary  of  New  York 
City.  A  depth  of  40  feet  at  mean  low  water  can  be  carried  from  the  Atlantic  Ocean 
through  the  eastern  side  of  the  stream  up  to  and  beyond  the  northern  limits  of  the  sec- 
tion. On  the  west  shore  from  a  short  distance  above  Ellis  Island  to  about  opposite 
West  10th  street.  New  York  City,  is  a  shoal  covering  about  two-thirds  of  the  channel 
width.  In  a  report  dated  January  9,  1913,  favorably  acted  upon  by  the  Secretary  of 
War  and  the  Chief  of  Engineers,  the  New  York  Harbor  Line  Board  makes  the  follow- 
ing comment  on  this  reach  of  the  river: 

This  shoal  now  narrows  the  fairway  of  the  40-foot  channel  required  by  the 
largest  steamships  to  a  minimum  width  of  1,100  feet  near  Franklin  Street,  and 
makes  difficult,  if  not  impossible,  the  entrance  to  slips  there  by  the  largest  type  of 
steamers.  The  removal  of  all  or  a  portion  of  this  shoal  is  required  to  make  the  use 
of  long  piers  in  this  section  available,  and  this  can  easily  be  effected  by  dredging. 
Such  dredging  would  increase  the  cross-sectional  area  and  decrease  current  veloc- 
ities accordingly,  so  that  the  contraction  which  would  be  caused  by  the  straightened 
lines  would  not  be  injurious.  The  board  would  therefore  recommend  such  rectifi- 
cation. The  dredging  should  be  provided  for  by  Congress  at  an  early  date  and 
the  project  for  work  in  the  lower  Hudson  modified  accordingly. 

From  opposite  West  10th  Street,  New  York  City,  to  about  opposite  West  50th 
Street,  the  depths  range  from  33  to  43  feet  along  the  pierhead  line.  At  the  latter 
point  a  shoal  begins,  gradually  extending  out  into  the  stream  until  it  reaches  its  maxi- 
mum about  opposite  West  131st  Street,  where  the  30-foot  contour  is  1,650  feet  east  of 

[40] 


A 


♦ 


the  west  bulkhead  line.  From  a  point  opposite  West  87th  Street,  New  York  City,  the 
18-foot  contour  extends  outside  of  the  pierhead  line,  reaching  a  maximum  distance  of 
1,000  feet  about  opposite  West  122d  Street.  On  the  east  shore  between  West  23d 
Street  and  West  30th  Street  the  30-foot  contour  is  at  an  average  distance  of  about 
100  feet  outshore  of  the  pierhead  line,  and  at  West  34th  Street  repeated  dredging  by 
local  authorities  from  50  to  100  feet  outshore  of  the  pierhead  line  is  necessary  to  main- 
tain a  depth  of  30  feet.  A  rock  ledge  comparatively  small  in  area  situated  about  1,000 
feet  from  Pier  A  at  the  Battery  projects  somewhat  above  the  project  depth  of  40  feet 
at  mean  low  water,  and  a  short  distance  north  of  Spuyten  Duyvil  Creek,  near  the 
eastern  shore  of  the  river,  a  small  shoal  situated  in  about  16  feet  of  water  is  a  menace  to 
navigation. 


$25,000.00 


1875.  A  project  approved  on  March  3,  1875,  provided  for  a  chan- 
nel 25  feet  deep  at  mean  low  water,  at  a  cost  of  $101,807.20, 
on  which  there  was  expended 
1877.  before  the  work  was  discontinued  in  1877.  The  existing  pro- 
1913.  ject  was  approved  March  4,  1913,  and  provides  for  a  chan- 
nel 800  feet  wide  and  30  feet  deep  at  mean  low  water,  from 
deep  water  off  Ellis  Island  to  Newark  Street,  Hoboken;  the 
removal  of  a  shoal  in  the  waterfront  of  Hoboken  from  the 
foot  of  Newark  Street  to  Castle  Point,  to  a  depth  of  40  feet ; 
a  channel  550  feet  wide  and  26  feet  deep  along  the  Wee- 
hawken-Edgewater  shore ;  the  removal  of  a  ledge-rock  about 
1,000  feet  southwest  of  Pier  A  at  the  Battery  to  a  depth  of 
40  feet;  the  removal  of  a  shoal  on  the  New  York  side,  from 
West  19th  Street  to  West  32d  Street,  to  a  depth  of  40  feet; 
and  the  removal  of  an  obstruction  north  of  Spuyten  Duyvil 
to  the  depth  of  the  surrounding  bottom,  at  an  estimated  cost 
of  $1,570,000,  of  which  the  sum  of 
was  appropriated,  of  which  but  little  had  been  expended  on 
June  30,  1913,  there  being  an  available  balance  of  $177,- 
578.75,  exclusive  of  which  $1,370,000  it  is  estimated  will  be 
necessary  to  complete  the  contract. 

The  tonnage  of  commerce  handled  in  the  Hudson  River  Channel  (North 
River)  in  1912,  amounted  to  about  72,000,000  tons,  of  which  41,000,000  tons  were 
handled  from  piers  in  Manhattan  Borough,  New  York  City,  and  31,000,000  tons 
from  piers  in  New  Jersey  at  and  above  Jersey  City  to  Fort  Lee. 

Owing  to  the  great  variance  in  the  character  of  the  traffic  in  the  North  River, 
and  the  exceedingly  large  number  of  craft  of  all  classes  arriving  at  and  departing 
from  the  various  piers  and  passing  through  the  channel  to  points  beyond,  it  is 
impracticable  to  secure  reliable  information  on  the  subject. 

The  work  accomplished  under  the  project  to  June  30,  1913,  has  benefited 
the  trans-Atlantic  steamships  by  securing  a  depth  which  enables  the  largest  of 
them  to  arrive  at  and  depart  from  their  berths  in  Hoboken  at  all  stages  of  the  tide. 

[41] 


200,000.00 


M 


m 


AMBROSE  CHANNEL  EXTENSION  INTO  UPPER  BAY 

Awaiting  Adoption  by  Congress 

In  the  river  and  harbor  act  of  March  3,  1913,  a  preliminary  examination  was 
ordered  of  channel  opposite  anchorage  grounds  in  upper  New  York  Bay,  "with  a 
view  to  improving  channel."    The  district  engineer.    Col.    S.  W.  Roessler,  Engineer 
Corps,  U.  S.  Army,  in  reports  to  the  Chief  of  Engineers,  United  States  Army,  dated 
August  15  and  October  30,  1913,  respectively,  has  complied  with  the  requirements  of 
the  river  and  harbor  act,  and  reports  in  favor  of  such  improvement,  his  reports  being 
approved  by  the  Division  Engineer,  Col.  W.  M.  Black,  and  by  the  Board  of  Army 
Engineers  for  Rivers  and  Harbors,  and  by  the  Chief  of  Engineers,  said  reports  being 
transmitted  to  the  Speaker  of  the  House  of  Representatives  by  Secretary  of  War  Gar- 
rison in  a  letter  dated  January  10,  1914,  and  the  whole  published  as  "Document  No.  518, 
House  of  Representatives,  63rd  Congress,  2nd  session."  From  these  it  appears  that  the 
anchorage  grounds  are  located  along  the  New  Jersey  shore  on  the  westerly  side  of  the 
main  channel  of  the  upper  bay.  Abreast  of  man-of-war  anchorage,  opposite  Tompkins- 
ville,  Staten  Island,  the  available  40-foot  channel  has  a  width  of  only  450  feet,  while 
abreast  of  the  general  anchorage  opposite  Robbins  Reef  the  channel  width  is  still 
further  reduced  to  370  feet.     "These  widths,"  say  the  reports,  "are  entirely  inade- 
quate for  the  deep-draft  vessels  engaged  in  commerce  at  this  port,"  on  account  of 
which  it  is  deemed  advisable  for  the  United  States  to  provide  a  channel  through  the 
upper  bay  2,000  feet  wide  and  40  feet  deep,  skirting  the  easterly  side  of  the  anchor- 
age grounds,  at  an  estimated  cost  of  $830,000.     This  is  regarded  as  an  extension  of 
the  Ambrose  Channel,  with  whose  dimensions  it  will  correspond,  and  as  an  enlarge- 
ment of  the  existing  project  for  improving  New  York  Harbor.    Fifty  thousand  dol- 
lars a  year  is  reconmiended  for  maintenance  and  an  initial  appropriation  of  $250,000, 
"with  subsequent  appropriations  of  similar  amount  annually  until  the  work  is  fin- 
ished." 

The  project  has  been  considered  by  the  leading  commercial  organizations  of  the 
city  of  New  York,  and  unanimously  approved  by  them.  This  channel  will  widen  the 
fairway  which  is  the  main  avenue  of  approach  to  the  docks  on  the  North  and  East 
Rivers,  at  which  the  bulk  of  the  port's  traffic  is  carried  on.  Col.  Roessler  says:  "In 
my  opinion  the  proposed  improvement  is  fully  justified  as  to  nature  and  extent  by  the 
present  and  prospective  commercial  and  navigation  interests  involved  and  sufficient  to 
accommodate  the  largest  vessels  now  in  service  or  in  contemplation."  He  thinks  the 
work  may  be  completed  inside  of  four  or  five  years.  The  approval  of  Congress  is  still 
required  for  this  project. 

[42] 


1 


'>^' 


APPROPRIATIONS  FOR  THE  IMPROVEMENT  OF  THE  RIVERS 
AND  HARBORS  OF  THE  UNITED  STATES  FROM  THE 
FOUNDATION  OF  THE  GOVERNMENT  UP  TO  JUNE  30, 1913: 

Following  is  a  careful  compilation  made  up  from  data  in  the  possession  of  the 
United  States  Government,  showing  the  amount  of  the  appropriations  for  the  improve- 
ment of  the  rivers  and  harbors  of  the  United  States,  by  the  Congress  of  the  United 
States  from  the  foundation  of  the  Government  up  to  June  30,  1913,  and  such  other 
contributions  as  are  of  record  as  having  been  made  by  States,  municipalities,  individ- 
uals and  private  interests  for  the  same  purpose : 

Total  appropriations  by  United  States  for  rivers  and  harbors  to 

June  30,  1912 $697,311,347.06 

River  and  Harbor  Act,  July  25,  1912 31,059,370.50 

Appropriations,  Sundry  Civil  Act,  August  24,  1912 9,500,250.00 

River  and  Harbor  Act,  March  4,  1913 41,073,094.00 

Appropriations,  Sundry  Civil  Act,  June  23,  1913 10,045,795.00 

Deficiency  Act,  March  4,  1913 1,157.89 

Permanent  annual  appropriations 297,600.00 

Total   $789,288,614.45 

Individual  appropriations,  care  of  canals,  removing  sunken 

vessels,  etc $     2,338,115.74 

Related  expenditures,  California  Debris  Commission,  pre- 
vention of  deposit  in  New  York  Harbor,  International 
Waterways  Commission,  engineer  school  for  river  and 
harbor  instruction 217,010.00 

The  above  statistics  show  a  grand  total  of  expenditures  for  rivers  and  har- 
bors and  related  work  from  the  earliest  operations  of  the  Government  up  to  the 

present  time  of 

$791,843,740.19 

This  of  course  takes  no  account  of  appropriations  for  Panama  Canal,  upon  which 
there  had  been  expended  up  to  December  ji,  igi3,  a  total  of  $ji4,y26,yiy.yj. 

During  the  past  year  the  expenditures  under  the  Mississippi  River  Commis- 
sion for  improvements,  for  protectionof  levees  and  for  rebuilding  levees  damaged 
by  floods,  amounted  to  $5,946,817.15. 

The  minimum  estimate  relative  to  rivers  and  harbors  for  the  year  ending  June  30, 
1915,  is  $41,655,155. 

[43] 


1 1 


AMOUNT  EXPENDED  BY  UNITED  STATES  UPON  IMPROVEMENT  OF  CHANNELS 
IN  THE  HARBOR  OF  NEW  YORK  AND  FOR  MAINTENANCE  OF  SAME 


Prom 

Establishment  of 

Government  antil 

June  80, 1911 


$706,490.97 

29,000.00 

73,598.68 

630,024.51 

64,574.18 


Project 

Arthur    Kill,  between  Staten   Island   and    New  Jersey 
and   channel   north   of  Shooters    Island,    between 
New  York  and  New  Jersey 

Bronx  River 

Bronx  River  and  East  Chester  Creek 

Buttermilk  Channel 

Canarrie  Bay 

Coney  Island  Channel 

E«t  Chester  Creek ^'^^^'^^ 

E«t  River  and  Hell  Gate 4,827,517.50 

Flushing  Bay 

Gcdney*s  Channel 

Gowanus  Bay 

Harlem    River 

Hudson  River  Channel,  New  York  Harbor 

Jamaica   Bay 

Newton  Creek 


Daring 

two   Fiscal 

Years  ending 

June  30,  1913 


$152,038.35 
15,639.48 


122,595.53 

200,000.00 

3,468,107.62 

1,585,000.00 


10,449.15 

445,498.00 

New  York  Harbor  (including  Ambrose  Channel) 6,979,622.14 

Sandy  Hook  Channel 

Sheepshead  Bay 

Staten  Island  Channel,  between  New  York  and  New  Jersey 

Staten  Island  Ice  breaker 

Wallabout  Channel 

Westchester  Creek 

Totel 


78,883.20 
26,000.00 
275,000.00 
19,482.20 
36,000.00 
5,000.00 


14,806.07 
53,395.00 
27,781.49 
309,477.97 
12,124.25 

409,542  88 

118,639.33 

2.826.69 

68,461.98 

26,661.65 

*383,511.69 

1,442.56 


6,697.44 
38,837.61 


$19,673,745.00      $1,641,884.44 


♦$14,000.09    "reimbursable." 

$19,673,745.00 

1,641.884.44 

Gross  totel .$21,315,639.44 

Deduct  amount  "reimbursable  ** . . . 


14,000.09 


Net  totel. 


.$21,301,639.35 


Percentegc  of  totel  amount  appropriated  by  United  Stetes  for  Rivers  and 
Harbors  Improvements  to  June  30,  1913 


-^f  ^ 


\ 


EXPENDITURES  BY  UNITED  STATES  ON  RIVERS  AND  HARBORS  IN  NEW  YORK  STATE 

PROJECT 


From  Establishment  From 

of  Government       July  1,  1911  to 
to  June  80,  1911 


Arthur  Kill,  between  Steten  Island  and  New  Jersey..  $706,490.97 

Black  River 42,071 .14 

Black  Rock   Harbor 2,385,792.58 

Bronx  River 29,000.00 

Bronx  River  and  East  Chester  Creek 73,598. 68 

Browns  Creek 34,000.00 

Buffalo   Harbor 5,625,956.05 


419,452.54 
630,024.51 

64,574.18 
116,984.27 

57,410.00 
704,766.85 

980,633.69 
90,901.32 
East  River  and  Hell  Gate 4,827,517.50 


Buffalo  Entrance  to  Erie  Basin  and  Black  Rock  Harbor . 

Buttermilk  Channel 

Canarsie  Bay 

Cape  Vincent  Harbor 

Catteraugus  Creek ■ 

Charlotte    Harbor 

Coney  Island  Channel 

Dunkirk  Harbor 

East  Chester   Creek 


46,110.00 
122,595.53 
200,000.00 

63,000.00 
9,000.30 


2.68 


Echo  Bay,  New  Rochelle 

Flushing  Bay 

Gedneys  Channel 

Glencove   Harbor 

Grass  River  at  Massena 

Gowanus   Bay 3,468,107.62 

Great  Chazy  River 17,931 .02 

Great  Sodus  Bay 659,544.59 

Great  South    Bay 68,997.00 

Greenport  Harbor ^      44,715 .98 

Harlem   River 'l,585,000.00 

Hempstead  Harbor 996 .  48 

Hudson   River 5,307,644.56 

Hudson  River  Channel,  New  York  Harbor 

Huntington  Harbor 

Jamaica   Bay • 

Lake  Champlain 

Breakwater  at  Rouses  Point 

Narrows  of  Lake  Champlain,  New  York  and  Vermont 

Lake  Erie,  entrance  to  Black  Rock  Harbor  and  Erie  Basin 

Larchmont  Harbor 

Little  Sodus  Bay 


Mamaroneck  Harbor. 


64,989.06 
10,449.15 

98,467.55 

63,500.00 
636,643.00 

76,879.06 
466,758.16 

40,000.00 


June  30,  1913 
$152,038.35 

1,183,065.76 
15,639.48 

7,102.56 
135,615.50 


14,806.07 
31,045.79 

68,166.30 
53,396.06 

27,781.49 

309,477.97 

5,303.57 

12,124.25 


♦39,541.29 
30,816.88 

118,639.33 

39,027.11 

860,528.04 

2,826.69 


Unexpended 

Balances,  on 

June  80,  1913 


$671,362.81 

793,231.36 
130,543.45 

9,826.31 
524,188.93 


39,090.67 

48,307.06 
79,376.47 

101,502.66 
34,048.66 

834,814.98 
7,246.00 


409,642.88  346,008.32 


21,953.83 
29,504.46 

218,187.61 

12,636.91 

2,102,181.00 

177,678.75 


68,461.98  721,581.02 


9,047.88 

87.90 

29.418.46 

1.767.34 


6,798.16 

7,847.26 
29,611.22 
27,899.76 


[44] 


[45] 


EXPENDITURES  ON  RIVERS  AND  HARBORS  IN  NEW  YORK  STATE— Continued 


PROJECT 

Mattituck  Harbor 

New  Rochelle   Harbor 

Newton  Creek 

New  York  Harbor,  including  Ambrose  Channel 

Niagara   River 

Oak  Orchard  Harbor 

Ogdensburg   Harbor 

Olcott  Harbor 

Oswego  Harbor 

Patchogue   River . . . . 

Peconic   River 

Peekskill  Harbor 

Plattsburg    Harbor 

Port  Chester   Harbor 

Port  Jefferson    Harbor 

Port    Jefferson,     Mattituck,     Huntington,     Glen    Cove, 
Flushing  Bay,  Canarsie  Bay  and  Sag  Harbor  Harbors 

Portland  Harbor 

Port  Ontario    Harbor 

Pultney ville  Harbor 

Rondout  Harbor 

Rondout  and  Peekskill   Harbors 

Sacketts   Harbor 

St.  Lawrence  River 

Sag   Harbor 

Sandy    Creek 

Sandy  Hook  Channel 

Saugerties  Harbor 

Sheepshead   Bay 

Staten  Island  Channel,  between  New  York  and  New  Jersey 

Staten  Island  ice  breaker 

Sumpawamus  Inlet 

Ticonderoga    River 

Tonawanda  River  and  Niagara  River>  •  •    

Tarrytown  Harbor 

Waddington  Harbor 

Wallabout  Channel 

Wappingers  Creek 

Westchester  Creek 

Whitehall   Harbor 

Wilson    Harbor 

Wilson  and  Orchard  Harbors 


From  Bstablishment 
of  Government 
to  June  80,  1911 

$15,000.00 

23,174.79 

445,498.00 

6,979,622.14 

75,912.48 

204,740.16 

392,570.45 

173.523.02 

2,292,437.07 

40,000.00 

25,000.00 

19,400.00 

188,789.09 

121,500.00 

137,512.68 

229,721.00 
56,442.36 
49,663.36 
84,378.19 

118,000.00 
30,600.00 
19,477.45 
68,000.00 
134.29 
127.44 
78,883.29 

107,500.00 
26,000.00 

275,000.00 

19,482.20 

7,000.00 

16,500.00 

655,427.55 
16,000.00 
35,500.00 
36,000.00 
20,500.00 
5,000.00 
33,000.00 
72,500.00 
3,372.22 


From 
July  1,  1911  to 
June  80,  1918 


$26,661.65 
451,861.22 


t98,268.75 

1,677.78 

125.258.01 


12,869.20 
23,448.17 


131.84 
14,068.65 


10,210.34 
1,442.56 


11,084.22 

6,697.44 

5,855.06 

38,837.61 


Unexpended 
Balances,  on 
June  80, 1918 


$44,919.02 
575,143.54 


73,538.87 

5,002.90 

255,911.66 


15.818.88 
32,539.42 


5,982.27  317,601  26 


1,734.85 
12,878.00 


6,897.92 
12,158.87 
40.339.21 


59,327.98 
326.53 

•  •••■•••• 

4,000.00 
3,562.11 
8,714.09 


Total $42,838,291.86    $4,499,619.68    $8,336,641.54 

♦Reimbursable $10.00 

tReimbursable 16.48 

ToUl $26.48 

[46] 


'    ^ 


State  Commissions  with  Functions  Affecting 

Port   Matters. 


» 


NEW  YORK  STATE  COMMISSION 
TO  INVESTIGATE   PORT  CONDITIONS   AND  PIER   EXTENSIONS   IN 

NEW  YORK  HARBOR. 

Commissioners 

The  State  Engineer.    The  Dock  Commissioner  of  the  City  of  New  York. 
A  Member  of  the  Chamber  of  Commerce  of  the  State   of  New    York. 

T.  O.   McGILL,  Secretary 

Office:   100  Broadway,  New  York  City. 

The  objects  and  purposes  of  the  Commission  hereby  created  being  to  make 
a  thorough  investigation  of  Port  conditions  in  this  country  and  abroad  with  special 
reference  to  remedial  measures  affecting  the  Port  of  New  York  in  respect  to  the 
following  matters:  Pier  headlines  and  the  needed  extension  thereof.  The 
harmonizing  of  the  relations  of  water  and  rail  carriers.  Port  charges  and  the 
proper  method  of  reducing  the  same.  The  adaption  of  modern  methods  to  the 
trans-shipment  of  freight  between  rail  and  water  and  to  distribution  of  freight  in 
congested  localities.  The  Commissioners  appointed  pursuant  to  this  Act  shall  make 
a  report  to  the  Governor  or  may  in  its  discretion  concur  with  any  such  Commissioner 
or  Commissioners  in  a  report  to  the  President  of  the  United  States  or  to  the  Governor 
of  the  State  of  New  Jersey,  recommending  the  proper  policy  that  shall  be  pursued  for 
the  best  interests  of  the  entire  Port  of  New  York,  and  the  Legislation,  State  and 
Federal,  that  will  be  necessary  to  make  said  recommendations  effective. 

Canal  Board 

The  Canal  Board  has  power  to  fix  and  change  canal  boundaries ;  may 
determine  whether  certain  canal  lands  may  be  sold  or  abandoned;  may  investigate  all 
matters  and  transactions  connected  with  canals;  examine  and  approve  or  disap- 
prove of  plans  and  estimates  submitted  to  it  by  the  State  Engineer;  may  order 
sale  of  surplus  waters  of  the  canals  or  creeks ;  grant  permits  for  erection  for  com- 
mercial or  manufacturing  purposes,  and  may  investigate  charges  against  certain 
canal  officials.  The  meetings  of  the  Board  are  held  in  the  office  of  the  Comptrol- 
ler.   The  members  of  the  Board  are: 

The  Lieutenant-Governor  The  State  Treasurer 

The  Secretary  of  State  The  Attorney-General 

The  Comptroller  The  State  Engineer  and  Surveyor 

The  Superintendent  of  Public  Works 

[47] 


ii 


U' 


COMMISSIONEES  OF  THE  CaNAL   FuND 

The  Commissioners  of  the  Canal  Fund  supervise  and  manage  the  canal 
fund;  make  recommendations  and  report  to  the  Legislature;  make  advances  to 
superintendents  of  repairs,  and  may  borrow  money  when  authorized.  The  meet- 
ings of  the  Commissioners  are  held  in  the  office  of  the  Comptroller.  The  Com- 
missioners of  the  Canal  Fund  are: 

The  Lieutenant-Governor  The  Secretary  of  State 

The  Comptroller  The  State  Treasurer 

The  Attorney-General 

Health  Officer  of  the  Port  of  New  York 

The  Governor  appoints,  for  a  term  of  four  years,  by  and  with  advice  and 
consent  of  the  Senate.  No  person  is  eligible  for  appointment  except  a  doctor  of 
medicine  of  good  standing  of  at  least  ten  years'  experience  in  the  practice  of  his 
profession  and  practically  familiar  with  quarantine  diseases.  The  Health  Officer 
has  general  superintendence  and  control  of  the  quarantine  establishment,  and  the 
care  and  treatment  of  the  sick.  He  appoints  two  deputies  and  a  resident  physician 
of  the  Swinburne  Island  Hospital,  for  whose  conduct  he  is  responsible ;  and  also 
appoints  nurses,  boatmen  and  other  employes.  He  receives  fees  fixed  by  law  for 
his  services,  out  of  which  he  is  required  to  pay  the  salaries  of  all  employes  neces- 
sary for  the  performance  of  the  duties  imposed  upon  him,  and  for  the  carrying 
on  of  the  quarantine  establishment.  He  receives  $12,500  per  annum  as  total  com- 
pensation. 

Commissioners  of  the  Land  Office 

The  Commissioners  of  the  Land  Office  have  the  general  care  and  superin- 
tendence of  all  state  lands,  the  superintendence  whereof  is  not  vested  in  some 
other  officer  or  board.  The  powers  and  duties  of  the  Commission  are  defined  in 
chapter  50  of  the  Laws  of  1909.  Regular  meetings  are  usually  held  in  the  office 
of  the  Secretary  of  State.  The  Commissioners  of  the  Land  Office  are: 
The  Lieutenant-Governor  The  Speaker  of  the  Assembly 

The  Secretary  of  State  The  State  Treasurer 

The  Comptroller  The  Attorney-General 

The  State  Engineer  and  Surveyor 

Port  Wardens  of  the  Port  of  New  York 

The  Governor,  by  and  with  the  advice  and  consent  of  the  Senate,  appoints 
nine  port  wardens,  one  of  whom  shall  be  a  resident  of  Brooklyn,  for  the  term  of 
three  years;  also  one  special  port  warden  who  holds  office  for  two  years.  The  Port 
Wardens  have  exclusive  cognizance  of  all  matters  relating  to  the  survey  of  ves- 
sels and  their  cargoes  arriving  at  the  port  of  New  York  in  distress,  or  damaged  in 
that  port,  and  are  the  judges  of  the  fitness  of  the  cargo  to  be  reshipped  to  its  port 
of  destination.  They  specify  the  amount  of  damage  that  has  occurred,  and  are 
the  judges  of  the  repairs  necessary  to  render  such  vessel  again  seaworthy,  or  of 
the  safety  of  the  vessel  and  cargo  on  the  intended  voyage.  The  Board  of  Port 
Wardens  transmit  a  full  and  accurate  account  of  their  receipts  and  expenditures 
to  the  State  Comptroller  each  year.  The  compensation  of  the  Port  Wardens  is 
provided  for  by  fees  collected  from  ship  owners. 

[48] 


$--     '-*■ 


^y 


[■ 


> 


i 


'-i 


PRESENT    ACTIVITIES    OF    THE    CITY    OF    NEW    YORK    IN 
CONNECTION  WITH  PORT  IMPROVEMENT. 

The  City  of  New  York,  working  through  its  Department  of  Docks  and  Ferries 
and  through  a  special  committee  on  terminal  improvements  of  the  Board  of  Estimate 
and  Apportionment,  is  actively  engaged  at  the  present  time  in  planning  and  executing 
a  number  of  important  improvements  for  the  more  effective  organization  and  develop- 
ment of  the  Port  of  New  York.  These  projects,  although  all  directed  toward  the  same 
end,  are  of  two  general  characters: 

(1)  The  general  co-ordination  of  commercial  facilities  through  the  planning 
and  construction  of  municipal  freight  terminals  and  the  encouragement  of  co-ordinat- 
ing private  terminals. 

(2)  The  construction  of  new  piers  and  the  improvement  of  obsolete  piers  for 
the  accommodation  of  the  increasing  commerce  of  the  Port. 

TERMINAL   PLANS. 

The  first  Municipal  freight  terminal  in  the  City  of  New  York  has  been  planned 
for  the  Brooklyn  waterfront.  The  Board  of  Estimate  and  Apportionment  in  June, 
1913,  passed  favorably  upon  plans  for  a  municipally-owned  freight  railroad  extending 
along  the  waterfront  from  Brooklyn  Bridge  to  Bay  Ridge.  The  object  of  this  plan 
is  to  make  this  extensive  section  of  the  Port  a  freight  distributing  unit.  It  will  permit 
the  collection  of  commercial  freight  at  a  central  point  in  the  middle  section  for  trans- 
shipment to  the  various  trunk  lines  having  their  termini  on  the  New  Jersey  shore.  At 
the  present  time  this  territory  consists  of  three  separate  and  distinct  sections.  The 
first  extends  from  Brooklyn  Bridge  to  Atlantic  Basin.  It  is  served  by  three  discon- 
nected fragments  of  freight  railroad  owned  and  controlled  by  private  interests. 

The  middle  section  extending  from  Atlantic  Basin  through  the  so-called  "Red 
Hook"  and  "Erie  Basin"  districts  and  thence  south  across  the  Gowanus  Canal  to 
28th  Street,  is  entirely  without  transportation  facilities  and  has  almost  no  commercial 
development. 

The  third  section  extending  south  of  28th  Street,  has  been  developed  by  a  private 
terminal  company  as  a  unit  terminal  made  up  of  factories,  warehouses  and  piers,  co- 
ordinated by  a  freight  terminal  railroad. 

The  City's  plan  contemplates  the  acquisition  of  the  existing  railroads  in  the 
northern  and  southern  sections  and  the  completion  of  a  through  line  which  will  give 
direct  rail  connection  between  all  points  on  the  waterfront  from  Brooklyn  Bridge  to 
65th  Street. 


[49] 


INTENTIONAL  SECOND  EXPOSURE 


..:.^5« 


2; 

O 

o 


C 


PRESENT    ACTIVITIES    OF    THE    CITY    OF    NEW    YORK    IN 
CONNECTION   WITH   PORT   IMPROVEMENT. 

The  City  of  New  York,  working  through  its  Department  of  Docks  and  Ferries 
and  through  a  special  committee  on  terminal  improvements  of  the  Board  of  Estimate 
and  Apportionment,  is  actively  engaged  at  the  present  time  in  planning  and  executing 
a  number  of  important  improvements  for  the  more  effective  organization  and  develop- 
ment of  the  Port  of  New  York.  These  projects,  although  all  directed  toward  the  same 
end,  are  of  two  general  characters: 

(1)  The  general  co-ordination  of  commercial  facilities  through  the  planning 
and  construction  of  municipal  freight  terminals  and  the  encouragement  of  co-ordinat- 
ing private  terminals. 

(2)  The  construction  of  new  piers  and  the  improvement  of  obsolete  piers  for 
the  accommodation  of  the  increasing  commerce  of  the  Port. 


TERMINAL    PLANS. 

The  first  Municipal  freight  terminal  in  the  City  of  New  York  has  been  planned 
for  the  Brooklyn  waterfront.  The  Board  of  Estimate  and  Apportionment  in  June, 
1913,  passed  favorably  upon  plans  for  a  municipally-owned  freight  railroad  extending 
along  the  waterfront  from  Brooklyn  Bridge  to  Bay  Ridge.  The  object  of  this  plan 
is  to  make  this  extensive  section  of  the  Port  a  freight  distributing  unit.  It  will  permit 
the  collection  of  commercial  freight  at  a  central  point  in  the  middle  section  for  trans- 
shij^ment  to  the  various  trunk  lines  having  their  termini  on  the  New  Jersey  shore.  At 
the  present  time  this  territory  consists  of  three  separate  and  distinct  sections.  The 
first  extends  from  Brooklyn  Bridge  to  Atlantic  Basin.  It  is  served  bv  three  discon- 
nected  fragments  of  freight  railroad  owned  and  controlled  by  private  interests. 

The  middle  section  extending  from  Atlantic  Basin  through  the  so-called  "Red 
Hook"  and  "Erie  Basin"  districts  and  thence  south  across  the  Gowanus  Canal  to 
28th  Street,  is  entirely  without  transportation  facilities  and  has  almost  no  commercial 
development. 

The  third  section  extending  south  of  28th  Street,  has  been  developed  by  a  private 
terminal  company  as  a  unit  terminal  made  up  of  factories,  warehouses  and  piers,  co- 
ordinated by  a  freight  terminal  railroad. 

The  City's  plan  contemplates  the  acquisition  of  the  existing  railroads  in  the 
northern  and  southern  sections  and  the  completion  of  a  through  line  which  will  give 
direct  rail  connection  between  all  points  on  the  waterfront  from  Brooklyn  Bridge  to 
C5th  Street. 

[49] 


*^Il'^ 


I 


It. is  proposed  that  this  railroad  when  completed  shall  be  entirely  municipally- 
owned,  but  that  it  shall  be  operated  by  a  company  composed  of  all  the  trunk  line  rail- 
roads reaching  the  Port  of  New  York.  A  tentative  agreement  has  been  reached  with 
the  railroad  companies  and  the  necessary  legislation  introduced  at  Albany.  On  Octo- 
ber 9,  1913,  the  City  took  the  first  step  toward  the  carrying  out  of  this  project  and  by 
acquiring  the  property  required  for  the  assembling  and  classification  yard  in  the  Erie 
Basin  section,  the  cost  of  which  is  estimated  at  a  very  large  figure. 

The  Dock  Department  has  made  careful  studies  for  an  extension  of  the 
marginal  railroad  from  Brooklyn  Bridge  to  the  Navy  Yard  and  contemplates  the  fur- 
ther extension  of  the  line  as  far  north  through  Brooklyn  and  Queens  as  the  demands 
of  Commerce  may  require. 

PLANS  FOR  TERMINAL  FACILITIES  ON  THE  WEST  SIDE  OF  THE 

BOROUGH   OF   MANHATTAN. 

The  only  direct  all  rail  freight  service  into  the  Borough  of  Manhattan  is  fur- 
nished by  The  New  York  Central  &  Hudson  River  Railroad  Co.,  which  for  a  number 
of  years  has  operated  tracks  extending  along  the  westerly  waterfront  of  the  island 
of  Manhattan  from  Spuyten  Duyvil  Creek  to  a  terminal  at  St.  John's  Park,  at  Hud- 
son and  Laight  Streets.  These  rail  facilities  have  long  outgrown  their  capacity  and 
have  been  a  serious  nuisance  owing  to  their  operation  through  several  miles  of  city 
streets  at  grade.  This  has  necessarily  involved  considerable  danger  to  those  using 
the  streets  for  highway  purposes  and  has  made  it  impossible  to  operate  even  what 
facilities  exist  to  their  full  capacity  and  efficiency. 

Acting  under  the  provisions  of  Chapter  777  of  the  Laws  of  1911,  the  Board 
of  Estimate  and  Apportionment  through  its  Committee  on  Terminal  Improvements  has 
been  engaged  for  the  greater  part  of  three  years  in  negotiating  a  settlement  whereby  the 
rail  facilities  will  be  made  adequate  and  the  nuisance  removed.  The  correct  solution  of 
the  problem  is  of  vital  importance  to  a  very  large  and  important  section  of  the  City 
of  New  York.  The  Board  of  Estimate  and  Apportionment  has  at  the  present  time 
under  consideration  a  comprehensive  report  from  its  Committee  on  Terminal 
Improvements  presented  March  27,  1913,  recommending  a  settlement  with  the  rail- 
road company.  Without  attempting  to  outline  in  detail  the  settlement  proposed,  it  is 
sufficient  to  refer  to  its  main  features,  which  consist  of  a  complete  elimination  of  oper- 
ation at  grade,  the  removal  of  the  railroad  nuisance  along  Riverside  Drive  and 
through  City  parks  by  the  covering  of  the  railroad  company's  tracks,  the  enlargement 
of  capacity  of  existing  railroad  yards  and  their  thorough  modernization,  together  with 
the  establishment  of  new  yards  at  important  terminal  points,  and  the  removal  of  tracks 
south  of  30th  Street  from  the  waterfront  to  a  subway  located  in  Washington  Street, 
thus  freeing  the  immediate  waterfront  for  a  possible  joint  railroad  terminal. 

[50] 


V- 


S 


> 

z 

« 

e 

w 


X 


> 

H 
H 
> 

in 


o 
o 
o 

I 

O 

O 


PS 

> 

en 


w 
C/3 


INTENTIONAL  SECOND  EXPOSURE 


It  is  proposed  that  this  railroad  when  completed  shall  be  entirely  municipally- 
ovnied,  but  that  it  shall  be  operated  by  a  company  composed  of  all  the  trunk  line  rail- 
roads reaching  the  Port  of  New  York.  A  tentative  agreement  has  been  reached  with 
the  railroad  companies  and  the  necessary  legislation  introduced  at  Albany.  On  Octo- 
ber 9,  1913,  the  City  took  the  first  step  toward  the  carrying  out  of  this  project  and  by 
acquiring  the  property  required  for  the  assembling  and  classification  yard  in  the  Erie 
Basin  section,  the  cost  of  which  is  estimated  at  a  very  large  figure. 

The  Dock  Department  has  made  careful  studies  for  an  extension  of  the 
marginal  railroad  from  Brooklyn  Bridge  to  the  Navy  Yard  and  contemplates  the  fur- 
ther extension  of  the  line  as  far  north  through  Brooklyn  and  Queens  as  the  demands 
of  Commerce  may  require. 

PI.AXS  FOR  TERMINAL  FACILITIES  OX  THE  WEST  SIDE  OF  THE 

BOROUGH   OF   MANHATTAN. 

The  only  direct  all  rail  freight  service  into  the  Borough  of  Manhattan  is  fur- 
nished bv  The  New  York  Central  &  Hudson  River  Railroad  Co.,  which  for  a  number 
of  years  has  operated  tracks  extending  along  the  westerly  waterfront  of  the  island 
of  Manhattan  from  Spuyten  Duyvil  Creek  to  a  terminal  at  St.  John's  Park,  at  Hud- 
son and  Laight  Streets.  These  rail  facilities  have  long  outgrown  their  capacity  and 
have  been  a  serious  nuisance  owing  to  their  operation  through  several  miles  of  city 
streets  at  grade.  This  has  necessarily  involved  considerable  danger  to  those  using 
the  streets  for  highway  purposes  and  has  made  it  impossible  to  operate  even  what 
facilities  exist  to  their  full  capacity  and  efficiency. 

Acting  under  the  provisions  of  Chapter  777  of  the  Laws  of  1911,  the  Board 
of  Estimate  and  Apportionment  through  its  Committee  on  Terminal  Improvements  has 
been  engaged  for  the  greater  part  of  three  years  in  negotiating  a  settlement  whereby  the 
rail  facilities  will  be  made  adequate  and  the  nuisance  removed.  The  correct  solution  of 
the  problem  is  of  vital  importance  to  a  very  large  and  important  section  of  the  City 
of  New  York.  The  Board  of  Estimate  and  Apportionment  has  at  the  present  time 
under  consideration  a  comprehensive  report  from  its  Committee  on  Terminal 
Improvements  presented  3Iarch  27,  1913,  recommending  a  settlement  with  the  rail- 
road company.  Without  attempting  to  outline  in  detail  the  settlement  proposed,  it  is 
sufficient  to  refer  to  its  main  features,  which  consist  of  a  complete  elimination  of  oper- 
ation at  grade,  the  removal  of  the  railroad  nuisance  along  Riverside  Drive  and 
through  City  parks  by  the  covering  of  the  railroad  company's  tracks,  the  enlargement 
of  cai)acity  of  existing  railroad  yards  and  their  thorough  modernization,  together  with 
the  establishment  of  new  yards  at  important  terminal  points,  and  the  removal  of  tracks 
south  of  30th  Street  from  the  waterfront  to  a  subway  located  in  Washington  Street, 
thus  freeing  the  immediate  waterfront  for  a  possible  joint  railroad  terminal. 


,  - ' 


XX 


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W 


[50] 


NEW  PIERS  FOR  LARGE    TRANSATLANTIC    LINERS. 


Pi 

P-i 

55 


3 


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o 


The  impossibility  of  securing  from  the  Secretary  of  War  further  extension  of 
pierhead  lines  in  the  Chelsea  district,  made  it  necessary  for  the  City  to  provide 
adequate  modern  piers  of  at  least  one  thousand  feet  in  length  at  some  other 
point  on  the  North  River.  The  Board  of  Estimate  and  Apportionment  has  formally 
designated  that  portion  of  the  North  River  lying  north  of  44th  Street  as  the  location 
for  the  new  piers.  Plans  were  prepared  by  the  Department  of  Docks  and  Ferries  for 
the  immediate  construction  of  one  full  pier  one  thousand  feet  in  length  and  one  hundred 
and  fifty  feet  in  width  on  the  line  of  46th  Street,  and  the  construction  of  a  half  pier  with 
a  slip  approximately  the  same  length  at  44th  Street.  The  berthing  space  between  the 
piers  is  fixed  at  360  feet.  The  City,  on  August  1,  1913,  acquired  the  necessary  prop- 
erty together  with  sufficient  additional  property  to  allow  a  two-hundred  foot  area 
either  for  further  pier  extension  or  marginal  street  uses  as  may  ultimately  prove  neces- 
sary. On  November  5,  1913,  work  was  actually  begun  upon  the  first  contract  for 
dredging  at  the  new  site.  This  contract  has  been  completed  and  a  second  contract  let 
b}^  the  Department  of  Docks  and  Ferries  for  the  construction  of  a  coffer-dam  prelim- 
inary to  the  removal  of  a  large  amount  of  submerged  rock  which  must  be  blasted  out. 
The  improvement  when  completed  will  provide  the  highest  type  of  modern  steamship 
terminal.  The  City  has  acquired  sufficient  back  land  to  allow  for  a  possible  extension 
of  the  new  piers  if  ocean  liners  coming  to  the  Port  reach  a  length  on  the  waterline  of 
1,000  feet.  Should  this  back  land  not  be  needed  for  pier  extension  it  can  be  devoted 
to  marginal  street  uses  and  at  the  same  time  provide  means  to  relocate  12th  Avenue. 
The  City  plans  ultimately  to  extend  this  terminal  as  far  north  as  the  demands  of  Com- 
merce make  necessary. 

EXTENSION    OF    NORTH    RIVER    PIERS. 

On  March  1,  1913,  the  Secretary  of  War  issued  an  order  permitting  the 
straightening  of  the  pierhead  line  on  the  Hudson  River  from  the  foot  of  Gansevoort 
Street  to  Pier  1  at  the  Battery.  This  action  by  the  War  Department  opened  the  way 
for  material  relief  of  congestion  of  existing  piers  south  of  the  Chelsea  section.  The 
Department  of  Docks  and  Ferries  took  prompt  action  to  permit  lessees  to  extend  piers 
to  the  new  line  and  a  number  of  new  leases  have  been  approved  by  the  Commissioners 
of  the  Sinking  Fund  carrying  the  recommendations  of  the  Department  into  effect. 
The  actual  work  of  extension  is  well  under  way  in  a  large  number  of  cases.  The  result 
will  be  a  largely  increased  usefulness  of  existing  piers,  giving  much  needed  relief  in 
many  cases  where  congestion  had  become  a  serious  problem. 

[51] 


I 


INTENTIONAL  SECOND  EXPOSURE 


NEW  PIERS  FOR  LARGE    TRANSATLANTIC    LINERS. 


PU) 


3 


O 

E 

E 
o 


B 

E 


3 
O 


-T3 

> 

o 

I- 

a. 
J 


o 
o 

B 


3 


o 


c 
o 


3 


B 


h 


The  impossibility  of  securing  from  the  Secretary  of  War  further  extension  of 
pierhead  Hnes  in  the  Chelsea  district,  made  it  necessary  for  the  City  to  provide 
adequate  modern  piers  of  at  least  one  thousand  feet  in  length  at  some  other 
point  on  the  North  River.  The  Board  of  Estimate  and  Apportionment  has  formally 
designated  that  portion  of  the  North  River  lying  north  of  44th  Street  as  the  location 
for  the  new  piers.  Plans  were  prepared  by  the  Department  of  Docks  and  Ferries  for 
the  immediate  construction  of  one  full  pier  one  thousand  feet  in  length  and  one  hundred 
and  fifty  feet  in  width  on  the  line  of  46th  Street,  and  the  construction  of  a  half  pier  with 
a  slip  apj)roximately  the  same  length  at  44th  Street.  The  berthing  space  between  the 
piers  is  fixed  at  360  feet.  The  City,  on  August  1,  1913,  acquired  the  necessary  prop- 
erty together  with  sufficient  additional  property  to  allow  a  two-hundred  foot  area 
either  for  further  pier  extension  or  marginal  street  uses  as  may  ultimately  prove  neces- 
sary. On  November  5,  1913,  work  was  actually  begun  upon  the  first  contract  for 
dredging  at  the  new  site.  This  contract  has  been  completed  and  a  second  contract  let 
by  the  Department  of  Docks  and  Ferries  for  the  construction  of  a  coffer-dam  prelim- 
inary to  the  removal  of  a  large  amount  of  submerged  rock  which  must  be  blasted  out. 
The  improvement  when  completed  will  provide  the  highest  type  of  modern  steamship 
terminal.  The  City  has  acquired  sufficient  back  land  to  allow  for  a  possible  extension 
of  the  new  piers  if  ocean  liners  coming  to  the  Port  reach  a  length  on  the  waterline  of 
1,000  feet.  Should  this  back  land  not  be  needed  for  pier  extension  it  can  be  devoted 
to  marginal  street  uses  and  at  the  same  time  provide  means  to  relocate  12th  Avenue. 
The  City  plans  ultimately  to  extend  this  terminal  as  far  north  as  the  demands  of  Com- 
merce make  necessary. 

EXTENSION    OF    NORTH    RIVER    PIERS. 

On  March  1,  1913,  the  Secretary  of  War  issued  an  order  permitting  the 
straightening  of  the  pierhead  line  on  the  Hudson  River  from  the  foot  of  Gansevoort 
Street  to  Pier  1  at  the  Battery.  This  action  by  the  War  Department  opened  the  way 
for  material  relief  of  congestion  of  existing  piers  south  of  the  Chelsea  section.  The 
Department  of  Docks  and  Ferries  took  prompt  action  to  permit  lessees  to  extend  piers 
to  the  new  line  and  a  number  of  new  leases  have  been  approved  by  the  Commissioners 
of  the  Sinking  Fund  carrying  the  recommendations  of  the  Department  into  effect. 
The  actual  work  of  extension  is  well  under  way  in  a  large  number  of  cases.  The  result 
will  be  a  largely  increased  usefulness  of  existing  piers,  giving  much  needed  relief  in 
many  cases  where  congestion  had  become  a  serious  problem. 

[51] 


li 


I 


THE  IMPROVEMENT  OF  THE  WATERFRONT    WITH    CO-OPERA- 
TION   OF   PRIVATE   CAPITAL. 

The  necessary  outlay  of  funds  by  the  municipality  for  port  development  has 
been  so  great  that  it  has  been  impossible  to  provide  funds  at  all  points  where  improve- 
ments have  been  very  desirable.  The  Department  of  Docks  and  Ferries  in  co-opera- 
tion and  with  the  approval  of  the  Conmiissioners  of  the  Sinking  Fund  has  worked  out 
a  policy  whereby  certain  important  waterfront  parcels  are  to  be  improved  by  the 
employment  of  private  capital,  which  is  permitted  to  amortize  itself  over  a  term  of  a 
lease  sufficiently  long  to  make  the  annual  installments  equal  to  a  fair  rental  of  the  prop- 
erty so  improved. 

The  first  important  point  at  which  this  new  policy  has  been  applied  is  the  section 
of  the  North  River  lying  between  Rector  and  Carlisle  Streets.  This  property  has  been 
held  by  private  owners  and  has  been  occupied  by  pier  and  shed  structures  which  have 
for  a  number  of  years  been  almost  entirely  useless  for  commercial  purposes.  The 
shed  lines  have  corresponded  with  the  westerly  line  of  West  Street,  covering  entirely 
the  marginal  way  at  this  point  and  seriously  blocking  the  free  use  of  the  waterfront  for 
street  traffic.  The  Commissioners  of  the  Sinking  Fund  have  approved  an  arrangement 
whereby  the  City  is  to  acquire  this  property  and  lease  it  to  the  Lehigh  Valley  Rail- 
road Co.,  for  a  term  of  forty-one  years.  The  Company  is  to  remove  the  existing  struc- 
tures, replacing  them  by  modern  piers  and  sheds  in  accordance  with  plans  approved 
by  the  Dock  Department.  The  City  has  reserved  the  right  of  recapture  at  any  time 
after  a  period  of  ten  years  upon  payment  to  the  company  of  investment  less  the  amor- 
tized portion  of  the  capital.  At  the  end  of  the  lease  term  the  property  will  revert  to  the 
City,  together  with  all  existing  improvements.  The  result  of  this  lease  will  be  that  an 
important  section  of  the  Hudson  River  waterfront  will  be  immediately  improved  and 
that  the  City  will  receive,  through  the  acquisition  of  the  property,  at  the  end  of  the  lease 
term,  a  value  which  will  be  equivalent  to  a  very  favorable  annual  rental  over  the  forty- 
one  year  period. 

A  similar  arrangement  has  been  approved  with  the  Erie  Railroad  Co.,  for  the 
removal  of  existing  Piers  20  and  21  at  the  foot  of  Chambers  and  Duane  Streets, 
North  River,  and  the  construction  in  their  place  of  new  concrete  piers  and  steel  sheds 
on  plans  approved  by  the  Department  of  Docks  and  Ferries.  The  investment  of  the 
railroad  company  is  estimated  at  approximately  a  million  and  a  half  dollars.  The 
present  piers  are  of  an  obsolete  type  and  entirely  inadequate  for  the  rapidly  increasing 
business  which  they  are  called  upon  to  take  care  of. 


i> 


iK 


"}■ 


1 


il 


1j 

> 

^^ 
O 

o 


en 

> 

n 


[52] 


INTENTIONAL  SECOND  EXPOSURE 


'jfp 


THE  IMPROVEMENT  OF  THE  WATERFRONT    WITH     CO-OPERA- 
TION   OF    PRIVATE   CAPITAL. 

The  necessary  outlay  of  funds  by  the  municipality  for  port  development  has 
been  so  great  that  it  has  been  impossible  to  provide  funds  at  all  points  where  improve- 
ments have  been  very  desirable.  The  Department  of  Docks  and  Ferries  in  co-opera- 
tion and  with  the  approval  of  the  Commissioners  of  the  Sinking  Fund  has  worked  out 
a  policy  whereby  certain  important  waterfront  parcels  are  to  be  improved  by  the 
employment  of  private  capital,  which  is  permitted  to  amortize  itself  over  a  term  of  a 
lease  sufficiently  long  to  make  the  annual  installments  equal  to  a  fair  rental  of  the  prop- 
erty so  improved. 

The  first  important  point  at  which  this  new  policy  has  been  applied  is  the  section 
of  the  North  River  lying  between  Rector  and  Carlisle  Streets.  This  property  has  been 
held  by  private  owners  and  has  been  occupied  by  pier  and  shed  structures  which  have 
for  a  number  of  years  been  almost  entirely  useless  for  commercial  purposes.  The 
shed  lines  have  corresponded  with  the  westerly  line  of  West  Street,  covering  entirely 
the  marginal  way  at  this  point  and  seriously  blocking  the  free  use  of  the  waterfront  for 
street  traffic.  The  Commissioners  of  the  Sinking  Fund  have  approved  an  arrangement 
whereby  the  City  is  to  acquire  this  property  and  lease  it  to  the  Lehigh  Valley  Rail- 
road Co.,  for  a  term  of  forty-one  years.  The  Company  is  to  remove  the  existing  struc- 
tures, replacing  them  by  modern  piers  and  sheds  in  accordance  with  plans  approved 
by  the  Dock  Department.  The  City  has  reserved  the  right  of  recapture  at  any  time 
after  a  period  of  ten  years  upon  payment  to  the  company  of  investment  less  the  amor- 
tized portion  of  the  capital.  At  the  end  of  the  lease  term  the  property  will  revert  to  the 
City,  together  with  all  existing  improvements.  The  result  of  this  lease  will  be  that  an 
important  section  of  the  Hudson  River  waterfront  will  be  immediately  improved  and 
that  the  City  will  receive,  through  the  acquisition  of  the  property,  at  the  end  of  the  lease 
term,  a  value  which  will  be  equivalent  to  a  very  favorable  annual  rental  over  the  forty- 
one  year  period. 

A  similar  arrangement  has  been  approved  with  the  Erie  Railroad  Co.,  for  the 
removal  of  existing  Piers  20  and  21  at  the  foot  of  Chambers  and  Duane  Streets, 
North  River,  and  the  construction  in  their  place  of  new  concrete  piers  and  steel  sheds 
on  plans  approved  by  the  Department  of  Docks  and  Ferries.  The  investment  of  the 
railroad  company  is  estimated  at  approximately  a  million  and  a  half  dollars.  The 
present  piers  are  of  an  obsolete  type  and  entirely  inadequate  for  the  rapidly  increasing 
business  which  they  are  called  upon  to  take  care  of. 


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A  similar  arrangement  has  been  agreed  upon  by  the  Delaware,  Lackawanna  k 
Western  Railroad  Co.,  for  the  improvement  of  Pier  old  34  (new  26),  East  River. 

These  three  improvements  will  represent  an  aggregate  investment  of  approxi- 
mately $5,500,000.00  of  private  capital,  all  of  which  will  be  written  off  during  the 
terms  of  the  leases,  the  property  in  each  case  reverting  to  the  City  of  New  York. 

PRIVATE    TERMINALS. 

There  is  in  course  of  construction  in  the  so-called  "Dutch  Kills"  section  of  the 
Borough  of  Queens,  an  important  private  freight  terminal,  which  will  serve  a  rapidly 
growing  industrial  community.  It  has  been  the  policy  of  the  City  to  encourage  the 
estabhshment  of  this  and  similar  private  terminals  at  such  points  where  they  do  not 
conflict  with  general  City  plans  and  where  they  form  a  natural  supplement  to  munic- 
ipal terminal  facilities. 

PROPOSED  BROOKLYN  DRYDOCK. 

A  drydock  sufficient  in  capacity  to  accommodate  the  largest  ships  reaching  the 
Port  is  a  necessary  supplement  to  the  new  long  piers  which  the  City  is  constructing. 
At  the  present  time  there  is  no  drydock  in  the  United  States  in  which  the  largest  vessels 
now  in  service   can   be   docked   for  repairs.     In  fact  there  is   no   drydock  on   the 
Atlantic  seaboard  which  can  accommodate  a  ship  longer  than  800  feet.    The  largest  com- 
mercial drydock  in  New  York  Harbor  cannot  take  a  ship  of  more  than  600  feet  in 
length.     At  the  same  time  the  infrequency  with  which  such  a  dock  would  be  used  for 
repair  purposes  is  such  that  an  outlay  of  capital  is  not  justified  if  the  structure  can  be 
used  for  drydock  purposes  solely.    The  Commissioner  of  Docks  has  had  studies  pre- 
pared for  a  combination  dry  and  wet  dock  on  City  property  in   the  vicinity   of   37th 
Street,  South  Brooklyn.    The  plans  call  for  a  dock  1,100  feet  in  leng-th,  which,  when  not 
in  use  for  drydock  purposes,  can  be  flooded  and  used  practically  to  full  capacity  as  an 
ordinary  commercial  pier.    In  this  way  the  City  can  secure  current  revenue  sufficient 
to  relieve  it  of  much  of  the  burden  of  construction. 

RE-ADJUSTMENT  OF  WATER  FRONT  OCCUPATION  THROUGHOUT 

THE    PORT. 

The  Dock  Department  has  been  able  to  do  a  great  deal  in  the  re-arrangement  of 
waterfront  space  occupied  by  lessees  so  as  to  consolidate  terminal  facilities  and 
re-assign  certain  locations  for  more  economical  use.  A  notable  example  of  this  policy 
is  the  agreement  with  the  New  York,  New  Haven  &  Hartford  Railroad  Co.,  approved 
by  the  Commissioners  of  the   Sinking  Fund  in  May,  1913,  by  which  the  Company 

[53] 


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A  similar  arrangement  has  been  agreed  upon  by  the  Delaware,  Lackawanna  & 
AVestern  Railroad  Co.,  for  the  improvement  of  Pier  old  34  (new  26),  East  River. 

These  three  improvements  will  represent  an  aggregate  investment  of  approxi- 
mately $5,500,000.00  of  private  capital,  all  of  which  will  be  written  off  during  the 
terms  of  the  leases,  the  property  in  each  case  reverting  to  the  City  of  Xew  York. 

PRIVATE    TERMINALS. 

There  is  in  course  of  construction  in  the  so-called  "Dutch  Kills"  section  of  the 
Borough  of  Queens,  an  important  private  freight  terminal,  which  will  serve  a  rapidly 
growing  industrial  community.  It  has  been  the  policy  of  the  City  to  encourage  the 
establishment  of  this  and  similar  private  terminals  at  such  points  where  they  do  not 
conflict  with  general  City  plans  and  where  they  form  a  natural  supplement  to  munic- 
ipal  terminal  facilities. 

PROPOSED  BROOKLYN  DRYDOCK. 

A  drydock  sufficient  in  capacity  to  accommodate  the  largest  ships  reaching  the 
Port  is  a  necessary  supplement  to  the  new  long  piers  which  the  City  is  constructing. 
At  the  present  time  there  is  no  drydock  in  the  United  States  in  which  the  largest  vessels 
now   in  service   can   be   docked   for  repairs.     In   fact  there  is   no   drydock  on   the 
Atlantic  seaboard  which  can  accommodate  a  ship  longer  than  800  feet.    The  largest  com- 
mercial drydock  in  New  York  Harbor  cannot  take  a  ship  of  more  than  600  feet  in 
length.     At  the  same  time  the  infrequency  with  which  such  a  dock  would  be  used  for 
repair  purposes  is  such  that  an  outlay  of  capital  is  not  justified  if  the  structure  can  be 
used  for  drydock  purposes  solely.     The  Commissioner  of  Docks  has  had  studies  pre- 
pared for  a  combination  dry  and  wet  dock  on  City  property  in   the  vicinity   of   37th 
Street,  South  Brooklyn.    The  plans  call  for  a  dock  1,100  feet  in  length,  which,  when  not 
in  use  for  drydock  purposes,  can  be  flooded  and  used  practically  to  full  capacity  as  an 
ordinary  commercial  pier.    In  this  way  the  City  can  secure  current  revenue  sufficient 
to  relieve  it  of  much  of  the  burden  of  construction. 

RE-ADJUSTMENT  OF  WATER  FRONT  OCCUPATION  THROUGHOUT 

THE    PORT. 

The  Dock  Department  has  been  able  to  do  a  great  deal  in  the  re-arrangement  of 
waterfront  space  occupied  by  lessees  so  as  to  consolidate  terminal  facilities  and 
re-assign  certain  locations  for  more  economical  use.  A  notable  example  of  this  policy 
is  the  agreement  with  the  New  York,  New  Haven  &  Hartford  Railroad  Co.,  approved 
by  the   Commissioners   of  the   Sinking  Fund  in  .May,  1913,  by  which  the  Company 

[53] 


acquires  leases  of  Piers  new  37  and  new  42,  East  River,  surrendering  new  Piers  27  and 
old  45  and  46.  The  result  is  a  consolidation  of  the  railroad  company's  East  River 
terminals  at  a  point  admirably  adapted  for  railroad  purposes.  The  City  also  gains  as 
a  part  of  this  agreement  a  new  steel-covered  pier  for  refuse  disposal  for  the  use  of  its 
Department  of  Street  Cleaning  which  the  contract  provides  shall  be  erected  at  the 
expense  of  the  lessee. 

Considerable  re-adjustment  of  sites  has  been  necessitated  by  the  subway  con- 
struction now  going  on  under  the  supervision  of  the  Public  Service  Commission.  The 
City  has  been  under  obligation  to  furnish  suitable  waterfront  sites  for  the  disposal 
of  excavated  material.  The  Department  of  Docks  and  Ferries  has  been  able  to  make 
suitable  assignments  for  that  purpose. 

RESUME  OF  LAWS  AND  ORDINANCES  RELATING  TO  THE  GOV- 
ERNMENT AND  CARE  OF  THE  WATERFRONT 
OF  THE   CITY,  PRIOR  TO   1870. 

After  the  Revolutionary  War  it  became  the  practice  to  renew  ordinances  of 
the  city  each  year,  until  1813. 

Chapter  86  of  the  laws  of  1813  authorized  the  Common  Council  to  make  by-laws 
and  ordinances  for  regulating  the  wharves,  piers  and  slips;  to  lay  out  wharves  and 
slips;  to  direct  piers  to  be  built.  The  act  also  fixed  rates  of  wharfage  and  cranage, 
the  Port  Warden  to  settle  any  disputes  as  to  tonnage. 

Chapter  18  of  the  laws  of  1819  gave  authority  to  Harbor  Masters  to  regulate 
and  station  all  ships  and  vessels  in  the  East  and  North  Rivers  within  the  limits  of 
the  City  of  New  York  and  the  wharves  thereof  and  to  remove  from  time  to  time  such 
vessels  as  were  not  employed  in  receiving  and  discharging  their  cargoes,  to  make  room 
for  such  others  as  required  more  immediate  accommodation;  also  giving  Harbor 
Masters  authority  to  determine  how  far  and  in  what  instances  it  was  the  duty  of 
masters  and  others  having  charge  of  vessels  to  accommodate  each  other  in  their 
respective  stations.  A  penalty  of  $50  for  every  offense,  for  neglecting  or  refusing  to 
obey  the  directions  of  the  Harbor  Masters,  or  either  of  them,  was  fixed. 

Harbor  Masters  were  appointed  by  the  Governor  and  exercised  their  functions 
until  Chapter  199  of  the  laws  of  1888  vested  the  Dock  Masters,  appointed  by  the  City 
of  New  York,  with  all  the  powers  and  duties  formerly  conferred  or  imposed  upon  the 
Harbor  Masters. 

By  the  Revised  Ordinance  of  1833,  the  Street  Commissioner's  Department  was 
organized  and  given  charge  of  advertising  for  estimates  and  contracting  for  building 

[54] 


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and  repairing  the  wharves  and  piers,  the  execution  of  ordinances  respecting  wharves,  the 
removal  of  timber,  goods,  etc.,  encumbering  wharf  property;  authorized  the  appoint- 
ment of  a  superintendent  of  wharves  and  piers  to  inspect  their  condition,  superintend 
the  erection  and  repair  of  same,  and  requiring  them  to  report  to  the  Street  Commis- 
sioner such  improvements  and  alterations  as  from  time  to  time  became  necessary,  and  to 
attend  to  the  execution  of  laws  relating  thereto.  This  ordinance  authorized  the 
appointment  of  persons  to  direct  the  removal  and  disposition  of  vessels  in  each  of 
their  respective  districts,  which  persons  were  placed  under  the  control  of  the  Alder- 
men and  Assistant  Aldermen  of  the  city. 

Chapter  32  of  the  Revised  Ordinances  of  1838  and  1839  authorized  the  appoint- 
ment of  Dockmaster  by  the  Common  Council. 

The  Commissioners  of  the  Sinking  Fund  were  organized  in  1844,  composed  of 
the  Mayor,  Recorder,  Comptroller,  Treasurer,  Chairman  of  the  Finance  Committee 
of  the  Board  of  Aldermen  and  Chairman  of  the  Finance  Committee  of  Assistant 
Aldermen. 

The  ordinance  authorizing  this  Commission  provided  that  the  Comptroller 
should  take  charge  of  all  real  estate  belonging  to  the  corporation  and  prevent  encroach- 
ments thereon,  and  should  superintend  the  collection  of  rents. 

The  Commission  was  authorized  to  issue  grants  of  land  under  water,  but  pro- 
vided that  no  grant  should  authorize  the  grantee  to  construct  bulkheads  or  piers,  or 
make  land  in  conformity  thereto  without  the  Common  Council's  permission,  and  obliged 
grantees  to  make  such  lands,  piers  and  bulkheads  at  such  time  and  in  such  manner  as 
the  Common  Council  should  direct.  The  Commission  was  also  authorized  to  sell  and 
dispose  of  real  estate  belonging  to  the  corporation,  not  in  use  for  or  reserved  for  pub- 
lic purposes,  at  public  auction. 

Thus  the  Commissioners  of  the  Sinking  Fund  had  authority  to  issue  grants  of 
land  under  water,  and  to  lease  wharf  property ;  the  Board  of  Aldermen  to  authorize 
the  construction  of  piers,  bulkheads  and  filling  in;  the  Dock  Masters  to  collect  wharfage; 
the  Comptroller  to  collect  rent;  the  Street  Commissioner  to  take  charge  of  repairs 
and  dredging  of  waterfront  property;  and  the  Harbor  Masters,  appointed  by  the 
Governor,  to  regulate  and  station  vessels  at  the  wharves. 

Originally  the  duty  of  building  wharves  and  exterior  streets  and  filling  out  to 
them  was  imposed  upon  the  riparian  owner,  and  was  perhaps  for  a  time  more  of  a 
burden  than  a  benefit.  The  wharf  or  exterior  street  was  a  public  wharf,  opened  to 
the  commerce  of  the  port  and  the  free  passage  of  the  people,  and  authority  to  encumber 
it  in  any  way  was  forbidden  by  statute. 

[55] 


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If 


The  needs  and  conveniences  of  commerce  gradually  pushed  aside  the  prohibition 
of  the  law  or  modified  its  restraint  bj^  new  legislation.  Steamship  lines  sought  and 
obtained  exclusive  privileges  at  particular  wharves,  paying  rental  therefor,  which  stead- 
ily grew  to  large  amounts.  They  needed  sheds  to  cover  and  protect  their  freight,  and 
these  were  built  not  only  upon  the  piers  but  in  front  of  the  bulkheads  which  bounded 
the  exterior  street.  These  constructions  gradually  converted  the  public  wharf  into  what 
practically  became,  and  for  the  time  being,  private  ownership. 

The  pressure  of  steamship  lines  for  fixed  and  permanent  accommodations  along 
the  waterfront  led  to  the  enactment  in  1858  of  a  law  by  the  legislature  which  pro- 
vided for  what  may  be  called  a  preferential  use  of  piers  or  bulkheads  by  giving 
exclusive  use  so  far  as  needed  for  the  conduct  of  their  business,  and  left  the  wharf 
open  for  the  public  only  when  not  needed  for  the  boats  of  the  line,  which  became,  in 
fact,  an  exclusive  use. 

Prior  to  1875  sheds  existed  on  many  piers,  which  made  them  in  fact  completely 
private  wharves.  And  in  1875  an  act  authorized  the  Department  of  Docks  to  grant 
permits  for  sheds  on  pier  or  bulkhead  expressly  subject  to  the  rules  and  regulations 
of  the  Department,  in  whose  discretion  the  matter  was  left. 

ESTABLISHMENT    OF    THE  DEPARTMENT   OF   DOCKS. 

By  the  charter  of  1870  the  Board  of  Docks  was  created,  consisting  of  five  mem- 
bers. This  charter  was  so  amended  in  1871  as  to  revolutionize  the  entire  dock  system 
of  the  city.  It  provided  a  plan  for  girdling  the  city  with  new  wharves  and  piers  wholly 
belonging  to  the  municipality,  and  terminating  all  private  ownership  along  the  water- 
front. The  holdings  of  the  private  owners  were  to  be  purchased  by  agreement  or 
taken  by  condemnation  proceedings.  The  Department  of  Docks  was  authorized  to 
adopt  a  plan  for  the  improvement  of  the  waterfront,  and  thereafter  no  wharf,  pier,  or 
bulkhead,  should  be  laid  out,  built  or  rebuilt,  except  in  accordance  with  such  plan. 

The  charter  of  1873  reduced  the  number  of  commissioners  from  five  to  three. 

In  1901  the  Board  of  Docks  was  superseded  by  a  single  commissioner  with 
less  power  than  that  exercised  by  the  former  Board,  and  subject  in  more  particulars 
to  the  supervision  and  control  of  the  Commissioners  of  the  Sinking  Fund. 

Prior  to  1898  the  control  of  ferries  and  of  the  wharf  property  used  in  connec- 
tion therewith  was  divided;  the  Commissioners  of  the  Sinking  Fund  leased  the  ferry 
franchises,  together  with  the  property  used  in  connection  therewith,  and  the  repairs, 
dredging  and  jurisdiction  generally  over  the  wharf  property  itself  was  in  the  Dock 
Department.     This  resulted  in  such  a  conflict  of  authority  and  general  dissatisfaction 

[56] 


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that  in  1898  the  charter  placed  the  jurisdiction  over  ferries  in  the  Dock  Department, 
subject  to  the  supervision  of  the  Commissioners  of  the  Sinking  Fund  as  to  leases, 
etc.,  and  changing  the  name  to  The  Department  of  Docks  and  Ferries. 

The  city  acquired  the  private  property  to  be  used  in  connection  with  the  ferries 
from  the  foot  of  Whitehall   street,  Manhattan,  to  Staten  Island,  at  a  cost,  from  1906 

to  Dec.  31,  1912,  of $    863,405.18 

and  has  expended:  for  the  construction  of  terminals   3,488,998.31 

for  the  construction  and  purchase  of  boats 2,377,122.02 

for  operation  and  maintenance 8,184,258.47 

the  total  expenditures  being $14,913,783.98 

The  total  receipts  for  the  same  period  were $5,200,267.00 

The  private  property  to  be  used  in  connection  with  the  ferry  from  the  foot  of 
Whitehall  street,  Manhattan,  to  39th  street.  South  Brooklyn,  has  cost,  from  1906  to 

Dec.  31,   1912 $1,698,346.00 

for  the  construction  of  terminals 1,683,727.00 

for  the  construction  and  purchase  of  boats 735,080.71 

for  operation  and  maintenance 2,660,556.37 

making  the  total  expenditures $6,777,710.08 

The  total  receipts  for  the  same  period  were $1,137,569.00 

POWERS  AND  DUTIES  OF  THE  DEPARTMENT  OF  DOCKS  AND 

FERRIES. 

The  Commissioner  of  Docks  has  exclusive  charge  and  control,  subject  in  certain 
particulars  to  the  Commissioners  of  the  Sinking  Fund,  of  all  wharf  property  belong- 
ing to  the  City  of  New  York.  He  is  also  invested,  except  as  expressly  otherwise  stated 
in  the  charter,  with  the  exclusive  government  and  regulation  of  all  wharf  property  not 
owned  by  the  City  of  New  York. 
His  powers  are  as  follows: 

To  grant  permits  for  the  use  of  wharf  property  for  periods  not  exceeding 
one  year. 

To  make  contracts  for  construction  work,  furnishing  material  and  supplies, 
under  the  sum  of  One  Thousand  Dollars. 

To  direct  private  owners  to  dredge  or  deepen  slips  alongside  of  and  adjoin- 
ing their  wharves,  slips  or  bulkheads,  and  in  default  thereof  cause  the  same  to  be 
done  and  the  cost  assessed  on  the  property. 

To  set  aside  piers  for  recreation  purposes. 

To  build  sheds  for  the  protection  of  property  belonging  to  the  city  and 
to  grant  permits  for  lessees  or  private  owners  to  erect  sheds  on  their  property 
subject  to  the  regulations  of  the  Commissioner  of  Docks. 

[57] 


To  make  rules  and  regulations  and  give  such  directions  as  will  secure  dis- 
patch in  loading  and  unloading  vessels  and  the  prompt  removal  of  same  from 
the  wharf  property  as  soon  as  completed,  also  such  as  shall  be  necessary  to  pre- 
vent any  unnecessary  accumulation  of  freight  or  merchandise  while  any  vessel  is 
receiving  or  discharging  cargo. 

To  order  the  removal  of  any  ship  or  vessel  from  any  portion  of  the  water- 
front which  it  is  not  entitled  to  occupy. 

To  regulate  wharfage  and  dockage  rates  on  property  improved  under  the 
new  plan. 

To  designate  berths  for  public  baths,  upon  request  of  the  Borough 
President. 

To  set  aside  waterfront  for  other  city  departments. 

Subject  to  the  approval  of  the  Conmiissioners  of  the  Sinking  Fund,  he  also 

has  the  following  powers: 

To  establish  bulkhead  and  pierhead  lines. 

To  adopt  and  execute  general  plans  or  change  previously  adopted  plans 
for  waterfront  improvement. 

To  establish  new  ferries  and  the  leasing  of  franchises  for  ferry  operation. 

To  regulate  the  use  of  marginal  streets. 

To  take  title  to  wharf  property  in  the  name  of  the  city  after  agreement 
with  the  owners  or  in  case  of  failure  to  agree  to  institute,  with  the  consent  of 
the  Board  of  Estimate,  condemnation  proceedings,  for  the  acquisition  of  same. 

To  lease  any  and  all  waterfront  property  belonging  to  the  city. 
Subject  to  the  Board  of  Estimate  and  Apportionment  he  is  authorized: 

To  prepare  plans  for  terminal  facilities  and  equipment  thereof  and  to  build 

or  cause  to  be  built  the  whole  or  any  part  thereof. 

A  committee  of  the  Board  of  Aldermen  is  at  present  engaged  in  codifying  the 

ordinances  of  the  City  and  it  is  now  proposed  to  enact  as  ordinances  and  incorporate 

in  the  Code  of  Ordinances  of  The  City  of  New  York  the  rules  and  regulations  for 

the  government  and  care  of  wharf  property. 

ACQUISITION   OF   PRIVATE   PROPERTY. 

There  are  two  methods  by  which  the  city  can  acquire  property  for  waterfront 
improvement : 

(a)  By  purchase  under  agreement  with  the  private  owner 

( b )  By  condemnation  proceedings. 

1870.  Shortly  before  the  organization  of  the  Department  the  esti- 
mated value  of  the  city  property  along  the  waterfront,  in- 
cluding whar\TS,  piers  and  bulkheads,  was  estimated  at 
not  including  the  unimproved  property. 

[58] 


$4,457,000.00 


-  -f 


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I 


The  total  amount  of  dock  bonds  and  corporate  stock  of 
the  City  of  New  York  authorized  for  the  uses  and  purposes 
of  the  Department  of  Docks  and  Ferries,  from  May  1,  1870, 
1913.     to  December  31,  1913,  was 

Of  this  there  has  been  expended  for  the  construction  of 
piers,  bulkheads,  etc $73,484,432 

And  for  the  acquisition  of  wharf  property. .  42,417,444 
making  a  total  for  acquisition  and  improvement  of  same  of 

Not  including  property  in  South  Brooklyn  for  terminal 
purposes,  there  is  property  in  process  of  condemnation 
at  the  present  time  the  assessed  value  of  which  is 


$124,525,786.00 


$115,901,876.00 


$3,323,203.00 


LEASES  BY  THE  DEPARTMENT.— Provision  is  made  in  the  charter 
for  the  leasing  by  the  Commissioner  of  Docks  of  wharf  property  belonging  to  the  city 
for  a  term  not  exceeding  ten  years  with  covenant  for  renewal  or  renewals  at  advance 
rents  of  such  leases  for  terms  of  ten  years  each,  but  not  exceeding  in  the  aggregate  fifty 
years,  but  unless  such  leases  are  sold  at  public  auction  and  duly  advertised  in  the  City 
Record  and  the  Corporation  newspapers  for  at  least  ten  days,  the  Commissioner  shall 
make  no  leases  unless  the  terms  thereof  are  approved  by  the  Commissioners  of  the 
Sinking  Fund.  Temporary  permits,  however,  for  a  period  not  exceeding  one  year, 
may  be  granted  to  use  and  occupy  such  wharf  property,  such  permits  to  be  terminable 
at  the  will  of  the  Commissioner.  The  form  of  lease  used  by  the  Department  contains 
generally  the  following  provisions: 

First:   Authorizing  the  lessee  to  collect  wharfage. 

Second:    Lessee  to  make  all  repairs. 

Third:   Lessee  to  do  all  dredging. 

Fourth:  In  case  of  destruction  by  fire,  floating  ice,  collision  or  action  of 
the  elements,  lessee  is  required  to  rebuild. 

Fifth:    Lessee  is  responsible  for  all  accidents  on  the  premises. 

Sixth:  Lessee  not  allowed  to  sublet  without  the  consent  of  the  Commis- 
sioner of  Docks. 

Seventh:  In  cases  where  the  improvement  has  not  been  completed  by  the 
building  of  the  exterior  granite  wall  and  the  widening  of  the  marginal  street,  the 
lease  contains  clauses  providing  for  the  cancellation  of  the  lease  by  the  Commis- 
sioner of  Docks  for  the  purpose  of  proceeding  with  said  improvement. 

The  rents  reserved  in  these  leases  of  wharf  property  vary,  of  course,  with  the 
locality  in  which  the  piers  are  located,  the  term  for  which  they  are  granted  and  the 
special  privileges  which  are  given  the  lessees. 

[59] 


!l.    ' 


RECREATION  BUILDINGS.— Since  1897  the  Department  has  built 
eight  recreation  buildings  on  piers  belonging  to  the  city  in  the  Borough  of  Manhattan, 
on  the  North  River  at  Christopher  street,  West  50th  street,  and  West  129th  street ;  on 
the  East  River  at  Market  street.  East  3rd  street.  East  24th  street,  and  East  112th  street; 
and  in  Brooklyn  at  the  foot  of  North  2nd  street.  The  construction  of  these  recreation 
buildings  has  cost  from  $50,000  to  $150,000,  according  to  size.  The  cost  of  main- 
taining them  is  about  $110,000  per  year. 

RULES  AND  REGULATIONS.— The  Commissioner  of  Docks,  in  accord- 
ance with  authority  conferred  upon  him  by  law,  has  adopted  Rules  and  Regulations 
for  the  government  and  care  of  this  wharf  property.  The  violation  or  disobedience  to 
any  rule  or  regiUation  or  order  of  the  Conmiissioner  is  a  misdemeanor,  punishable  by 
a  fine  not  exceeding  $500,  or  by  imprisonment  not  exceeding  30  days,  or  by  both 
such  fine  and  imprisonment,  and  no  defendant  in  any  action  shall  be  permitted  to 
plead  ignorance  of  any  such  order,  rule  or  regulation.  The  following  are  prohibited 
under  penalties: 

The  discharge  of  cargo  upon  pier,  bulkhead  or  wharf  structure,  after  notice 
that  the  structure  will  be  endangered  by  the  placing  of  additional  cargo  thereon. 

The  discharging  of  sand,  gravel  or  similar  substance  from  or  loading  on 
any  vessel,  unless  canvas,  or  similar  material,  be  extended  from  the  vessel's  side 
to  the  bulkhead  to  prevent  the  falling  of  the  material  into  the  water. 

The  discharging  of  any  vessel  by  horse-power  unless  proper  planking  is 
provided  to  protect  the  surface  of  the  wharf  structure  from  injury  consequent 
upon  the  travel  of  the  horse  or  by  the  unloading  of  stone  or  similar  material  which 
might  injure  the  surface  of  the  structure. 

The  throwing  of  ashes,  refuse,  offal,  fruit,  vegetables  or  any  other  substance 
into  the  waters  surrounding  the  city. 

The  loading  or  discharging  or  keeping  on  any  wharf,  pier  or  bulkhead,  or 
on  any  lighter  or  other  craft  moored  thereto,  of  cotton,  turpentine,  rosin,  hay, 
straw  or  any  explosive  or  other  inflammable  material,  unless  properly  covered  with 
tarpaulins. 

The  dumping  of  snow  and  ice  except  from  places  designated  by  the  Com- 
missioner. The  use  of  shedded  piers,  wharves  or  bulkheads  for  the  permanent  stor- 
age of  cargo  or  goods  of  any  kind. 

The  placing  or  leaving  of  unharnessed  trucks,  or  vehicles  of  any  descrip- 
tion on  any  exterior  street,  wharf,  pier  or  bulkhead. 

The  following  are  prohibited  under  penalty,  unless  a  permit  therefor  shall  be 
first  obtained  from  the  Commissioner: 

The  driving  of  piles,  erection  of  platforms,  filling  in,  or  construction, 
repairs,  alterations,  removals,  dredging,  or  demolitions  of  any  kind  on  the  water- 
front. 

[6o] 


The  placing  or  maintaining  of  derricks,  coal  hoppers,  signs  or  advertising 
devices,  or  obstructions  of  any  kind. 

All  goods,  merchandise  and  materials  of  any  kind,  landed  or  placed  upon 
any  pier,  bulkhead  or  other  wharf  property,  must  be  removed  therefrom  within 
24  hours. 

All  brick,  lumber  or  other  materials  in  bulk,  discharged  upon  any  bulk- 
head must  be  placed  at  least  20  feet  from  the  edge  of  the  bulkhead  pending 
removal. 

The  owners,  lessees  and  occupants  of  every  pier,  wharf,  and  bulkhead  in  the  city 
of  New  York  are  required  to  keep  the  same  cleaned  and  in  repair,  and  as  a  general  rule 
the  slips  adjacent  thereto  properly  dredged.  A  failure  to  do  such  dredging  in  addition 
to  the  penalty  imposed,  may  be  done  by  the  city  and  the  cost  thereof  assessed  on  the 
property. 

OWNERSHIP  AND  CONTROL  OF   THE    CITY'S   WATERFRONT. 

In  1686,  the  Colonial  Governor,  Thomas  Dongan,  granted  to  the  City  of  New 
York  the  waste,  vacant  and  unappropriated  lands  on  Manhattan  Island  extending  to 
low  water  mark. 

In  1708,  Governor  Cornbury  granted  the  municipality  the  lands  between  high 
and  low  watermarks  on  the  Brooklyn  shore,  extending  from  Wallabout  to  Red  Hook, 
and  the  right  to  control  the  establishment  of  all  ferries  from  New  York  to  the  adjacent 
shores. 

In  1730,  Governor  Montgomery  granted  to  the  City  the  land  under  water  of 
the  North  River  to  a  line  400  feet  outshore  from  low  water  mark,  between  a  point 
about  at  the  foot  of  King  street  to  Battery  Place,  and  on  the  East  River  between 
Whitehall  street  and  Corlears  Hook.  The  JSIontgomery  charter  also  extended  the 
City's  jurisdiction  to  the  low  water  mark  on  the  Brooklyn  and  Jersey  shores.  In 
1833,  however,  an  agreement  was  made  with  the  New  Jersey  authorities  by  which  the 
boundary  line  between  the  two  States  was  fixed  at  the  middle  of  the  North  River,  New 
York,  however,  maintaining  certain  jurisdiction  to  the  Jersey  shore;  that  is,  the  State 
of  New  York  retained  exclusive  jurisdiction  over  the  waters  of  the  Hudson  River  to 
low  water  mark  on  the  Jersey  shore,  over  ships  and  vessels,  for  quarantine  and  health 
purposes,  to  secure  the  interests  of  commerce  and  to  preserve  the  public  peace,  etc. 

The  JNIontgomery  charter  gave  the  City  the  right  to  build  wharves  and  piers  and 
to  make  all  necessary  ordinances  for  regulating  same.  It  also  confirmed  the  City's 
power,  granted  by  the  Cornbury  charter,  to  establish  ferries  from  Manhattan  Island 
to  the  opposite  shores  and  to  let  or  otherwise  dispose  of  them.  It  was  thus  the  city 
obtained  exclusive  rights  of  ferries  to  Brooklyn,  Staten  Island  and  New  Jersey. 

[60 


The  State  of  New  York,  as  successors  in  title  to  the  British  Crown,  by  Chap- 
ter 115  of  the  laws  of  1807  and  Chapter  58  of  the  laws  of  1826  granted  the  City  a  strip 
400  feet  wide  on  the  North  River  from  King  street  to  Spuyten  Duyvil  Creek,  and  from 
Corlears  Hook  along  the  East  River  to  the  Harlem  River,  and  by  Chapter  285  of  the 
laws  of  1852  granted  lands  under  water  of  the  Harlem  River  to  the  North  River,  thus 
completing  the  chain  of  title  to  the  land  under  water  around  Manhattan  Island. 

In  1871  the  Conmiissioners  of  the  Land  Office,  under  legislative  authority  con- 
veyed to  the  City  the  ungranted  land  under  water  out  to  a  line  about  1,000  feet 
beyond  West  Street  and  South  street,  and  for  a  less  distance  around  the  upper  part 
of  Manhattan. 

A  grant  was  issued  in  1888  of  the  State's  title  in  and  to  the  land  under  water 
from  the  mouth  of  the  Bronx  River  along  the  Harlem  River,  Spuyten  Duyvil  Creek 
to  the  Hudson,  thence  along  the  Hudson  River  to  the  City  line. 

In  the  former  city  of  Brooklyn  legislative  acts  authorized  different  individuals 
to  erect  wharves,  build  bulkheads,  etc. 

In  the  boroughs  of  The  Bronx,  Brooklyn  and  Queens,  the  City,  as  successors 
of  the  old  towns  at  the  time  of  consolidation,  obtained  possession  of  the  ungranted 
lands  which  were  owned  by  the  former  townships. 

Section  83  of  the  Greater  New  York  charter  granted  in  fee  to  the  City  the 
right,  title  and  interest  of  the  State  in  and  to  the  land  under  water  within  the  pro- 
jected line  of  any  street  intersecting  the  shore  line  and  which  street  is  in  public  use 
or  which  may  hereafter  be  opened  for  public  use. 

From  the  earliest  time,  therefore,  the  wisdom  of  increasing  the  City's  dominion 
and  control  of  the  waterfront  was  fully  recognized;  but,  for  a  long  time,  the  City  was 
in  no  financial  position  to  undertake  any  systematic  improvement  of  the  waterfront,  and 
most  of  the  wharves,  piers  and  slips  were  built,  during  the  early  period  of  its  history,  by 
private  capital  on  water  grants  fronting  on  privately  owned  upland.  These  grants  of 
land  under  water  prior  to  1844  were  nearly  all  made  by  the  Common  Council,  there- 
after by  the  Commissioners  of  the  Sinking  Fund;  and,  subsequent  to  1770,  contained 
reservations  for  public  streets  and  avenu«s. 


[62] 


J. 


'11 


MAP  SHOWING  BOUNDARIES  OF  THE  PORT  AND  HARBOR  OF  NEW  YORK. 


I 


TABLL  SHOWINS  DIRECT  VATER 
FBONT  of  NEW  VDRK  CITY  a.nA 
tke  PLRQENTA.GE  PtJBLTCTf  OWNED 

Mile* 

43.2 

Bjeojsrx- 421.300 rga 

SROOKL^TT. 1,063,800 201-5 

QimBJTS 1,039.300 196.© 

jaCKMOJfD —   301,500 57.1 

2o<«/  afDir^cl  ^ 

l^&<4rviOx>**..  3.053.900 578.4 

■groofcyr    QatMx 

HEtJiBn 

29  3       247  14  4        577         13 

W"»  <rf  KILE'S  PUBLICLY  QWKED 


t' 


Number    of     Miles    of    Straight    Watirfront    Measured 

Along  the  Shore  Line 

MUes 

Port  of  New   York 771 

NewYorkCity 578miles 

New  Jersey 193     '* 

Number  of  Miles  of  Waterfront  Measured    Around  Piers 

AND  Shore  Line  Miles 

Port  of  New   York 921 

NewYorkCity 681  miles 

New  Jersey 240     ** 

Number    of     Miles    of    Improved    Waterfront     Measured 

Along  the  Shore  Line  Miles 

Port  of   New  York 290 

NewYorkCity 227  miles 

New  Jersey 63     '* 

Number    of    Miles    of    Improved     Waterfront     Measured 
Around  Piers  and  Shore  Line 

New  York  City 259  miles 

Number  of  Miles  of  Waterfront  in  the  Port  of  New  York 
Publicly  Owned,  Measured  Along  Shore  Line 

City  of  New  York 127  miles 

Number  of  Miles  of  Waterfront  in  the  Port  of  New  York 

Publicly  Owned,  Measured  Around  Pier 

AND  Shore  Line 

City  of  New  York 159  miles 

Number  of  Miles  of  Waterfront  in  the  Port  of  New  York 

Publicly    Owned    That    Have    Been    Improved, 

Measured  Around  the  Shore  Line 

City  of  New  York 47  miles 

Number  of  Miles  of  Waterfront  in  the  Port  of  New  York 

Publicly  Owned  That  Have  Been  Improved,  Measured 

Around  the  Pier  and  Shore   Line 

City  of  New  York 79  miles 

Area  of  the  Port  of  New  York 175  square  miles 

[63] 


INTENTIONAL  SECOND  EXPOSURE 


MAP  SHOWING  BOUNDARIES  OF  THE  PORT  AND  HARBOR  OF  NEW  YORK. 


—  HtAVY  DOTTED  UNES  INDICATE 
SrTrwnAPTF  S  of  IKc  PQBT  o£  NEW  YORK 
BCCND^gjS^  IblT-ED  LIOT3  SHOV  CITY 

UMiTs'??  GRATER  NEW  YOMT 
.  .....  ROUND  DOTTED  LINES   SHOW 

NEW  YORK  HARBOR  LIMITS 


Number    of     Miles    of    Straight     Waterfront     Measured 

Along  the  Shore  Line 

Miles 

Port  of  New  York 771 

New  York  City 578  miles 

New  Jersey 193     " 

Number  of  Miles  of  Waterfront  Measured    Around  Piers 

and  Shore  Line  Miles 

Port  of  New   York 921 

New  York  City 681  miles 

New  Jersey 240     '* 

Number     of     Miles    of    Improved    Waterfront     Measured 

Along  the  Shore  Line  Miles 

Port  of   New  York 290 

New  York  City 227  miles 

New  Jersey 63     '* 

Number    of    Miles    of    Improved     Waterfront     Measured 
Around  Piers  and  Shore  Line 

New  York  City 259  miles 

Number  of  Miles  of  Waterfront  in  the  Port  of  New  York 
Publicly  Owned,  Measured  Along  Shore  Line 

City  of  New  York 127  miles 

Number  of  Miles  of  Waterfront  in  the  Port  of  New  York 

Publicly  Owned,  Measured  Around  Pier 

and  Shore  Line 

City  of  New  York 159  miles 

Number  of  Miles  of  Waterfront  in  the  Port  of  New  York 

Publicly    Owned    That    Have    Been    Improved, 

Measured  Around  the  Shore  Line 

City  of  New  York 47  miles 

Number  of  Miles  of  Waterfront  in  the  Port  of  New  York 

Publicly  Owned  That  Have  Been  Improved,  Measured 

Around  the  Pier  and  Shore   Line 

City  of  New  York 79  miles 

Area  of  the  Port  of  New  York 175  square  miles 

[63] 


TRANSPORTATIOX   BY  WATER 

The  last  United  States  census  report  on  "Transportation  by  Water,"  covers 
the  year  1906,  the  previous  census  report  thereon  having  been  made  in  1889.  For  the 
whole  United  States  this  shows  that  in  1906  there  were  19,586  documented,  regis- 
tered, enrolled,  or  licensed  craft,  of  6,493,353  gross  tons.  In  the  ordinary  statements 
of  the  tonnage  of  American  vessels  only  that  documented  is  generally  covered.  But 
the  undocumented  vessels  numbered  19,497,  of  6,579,402  gross  tons.  This  shows  a 
grand  total  of  documented  and  undocumented  vessels  numbering  39,083,  of  13,072,755 
gross  tons,  which  constitute  the  real  merchant  marine  of  the  United  States. 

The  table  of  "all  vessels  and  craft,"  however,  which  follows,  eliminates  1,762  ves- 
sels, of  179,326  gross  tons,  reported  as  idle  in  1906,  and  1,490  vessels,  of  233,639 
gross  tons  as  idle,  untracable,  or  lost  prior  to  or  during  1889.  Following  is  the  table 
in  question: 

ALL  VESSELS  AND    CRAFT:    1906  AND  1889: 

ToUl  Per  cent. 

1906  1889  of  increase 

Number   of  vessels 37,321  30,485  22.4 

Gross  tonnage    12,893,429  8,359,135  54.2 

Value  of  vessels $507,973,121  $206,992,352  145.4 

Gross  income    $294,854,532  $161,994,066  82.0 

Number  of  employes 140,929  1 13,870  23.8 

Wages   $71,636,521  $41,482,812  72.7 

Number  of  passengers  carried 366,825,663  198,992,438  84.3 

Freight  carried,  including  harbor  work, 

(net  tons)    265,545,804  129,851,658  104.5 

STEAM  VESSELS:    1906  AND  1889: 

Number    9,927  5,603  77.2 

Gross  tonnage    4,059,521  1,710,073  137.4 

Value    of    $386,772,727  $131,567,427  194.0 

Gross  income    $262,167,342  $113,715,700  130.5 

Number  of  employes 1 15,525  70,347  64.2 

Wages    $   61,265,474  $  28,521,220  64.2 

Number  of  passengers  carried 366,800,748  198,992,438  84.3 

SAIL  VESSELS:    1906  AND  1889: 

Number 7,131  7,945  _io.2 

Gross  tonnage    1,704,277  1,675,706  1.7 

Value   of  vessels $  56,206,145  $  53,192,972  5.7 

Gross  income    $  32,687,190  $  48,278,366  —32.3 

Number   of  employes 25,404  43,523  — 11.6 

Number  of  passengers  carried 24,915           

UNRIGGED  VESSELS:    1906  AND  1889: 

Number 20,263                       16,937  19.6 

Gross  tonnage    7,129,631                  4,973,356  43.4 

Value  of  vessels $  64,994,249           $  22,231,953  192.3 

Gross  income   Included  in  statistics  for  steam  vessels. 

Number  of  employes Included  in  statistics   for  steam  vessels. 

Wages   Included   in  statistics   for   steam  vessels. 

Number  of  passengers  carried Included  in  statistics  for  steam  vessels. 

[64] 


I 


,   ^ 


The  report  says: 

The  larger  portion  of  the  freight  received  at  the  boroughs  of  Manhattan 
and  Bronx  and  at  Brooklyn,  N.  Y.,  is  delivered  by  water  craft,  and  a  considerable 
proportion  comes  from  surrounding  places  by  means  of  lighters  or  barges.  Large 
numbers  of  these  craft  were  operated  in  and  around  New  York  harbor  during 
1906,  and  as  they  are  in  constant  movement  from  place  to  place,  probably  some 
are  missed  in  the  enumeration.  They  do  virtually  an  express  and  drayage  busi- 
ness for  the  harbor,  and  it  was  almost  as  difficult  to  ascertain  the  quantity  of  freight 
handled  on  them  as  it  would  have  been  to  secure  similar  data  for  the  wagons 
and  other  vehicles  moving  freight  between  points  on  land.  Lightering  freight  is 
a  cheaper  means  of  handling  cargoes  than  the  transportation  on  trucks,  as  large 
consignments  can  be  handled  on  a  single  lighter,  thus  keeping  the  shipment 
together,  and  the  entire  amount  can  be  delivered  at  one  time  and  discharged  directly 
into  the  vessel,  thus  avoiding  extra  handling.  Steamers  will  not  receive  cargo  after 
a  fixed  time,  and  it  is  a  great  advantage  to  get  the  entire  shipment  alongside  at 
once,  instead  of  delivering  it  on  numerous  trucks.  In  some  instances,  too,  large 
steamers  do  not  come  to  the  wharves,  but  are  loaded  and  unloaded  by  lighters, 
which  obtain  and  deliver  the  freight  at  points  most  convenient  to  the  consignors 
and  consignees.  These  craft  are  thus  indispensable  to  the  delivery  and  shipment 
of  freight  in  many  harbors.  Estimates  for  the  freight  handled  by  these  harbor 
craft  aggregated  88,026,046  tons  for  the  entire  country,  exclusive  of  the  Great 
Lakes,  in  1906. 

The  report  states  that  there  were  536  ferryboats  in  the  United  States,  of  261,- 
073  gross  tons,  valued  at  $29,578,380,  with  a  gross  income  of  $17,291,073,  employing 
4,519  persons,  to  whom  $3,537,180  were  paid,  and  that  these  ferryboats  carried  330,- 
737,639  passengers.  In  the  port  of  New  York  there  were  152  of  these  ferryboats,  of 
129,690  gross  tons,  valued  at  $17,098,677,  with  a  gross  income  of  $8,423,119,  employing 
1,622  persons,  to  whom  $1,578,839  were  paid,  and  which  ferryboats  carried  208,684,- 
123  passengers. 

The  total  freight  transportation,  including  harbor  traffic,  is  placed  at  265,545,- 
804  net  tons,  of  which  140,512,043  are  credited  to  Atlantic  and  Gulf  ports,  113,969,355 
net  tons  being  credited  to  the  port  of  New  York.  In  the  United  States  357,794,491 
passengers  were  carried  by  water,  213,575,383  being  so  carried  in  the  port  of  New 
York. 

A  table  is  presented  showing  "shipments  and  receipts  of  principal  commodi- 
ties, by  ports,  for  1906,  regarding  which  the  report  says: 

The  total  trade  carried  on  between  the  ports  covered  by  the  table  was 
65,360,958  tons.  This  table  comprises,  first  of  all,  the  Atlantic  and  Gulf  coast- 
wise movements,  and  secondly,  the  relatively  small  amount  of  freight  traffic  be- 
tween the  ports  of  the  Atlantic  and  Gulf  coasts  and  the  ports  of  Porto  Rico,  the 
Pacific  coast,  Hawaii,  and  foreign  ports.  The  shipments  in  the  vessels  of  the 
Atlantic  coast  and  Gulf  of  Mexico  from  ports  not  on  the  Atlantic  and  Gulf  coasts 

[65] 


amounted  to  1,587,789  tons.  By  taking  this  sum  from  the  total  shipments  it  is 
found  that  the  coastwise  shipments  were  63,773,169  tons.  By  similar  process  the 
coastwise  traflSc  received  at  the  ports  of  the  Atlantic  and  Gulf  coasts  is  shown  to 
have  been  63,020,115.  i 

This  portion  of  the  census  report,  which  deals  with  the  water-borne  transporta- 
tion on  the  Atlantic  coast  and  the  Gulf  of  Mexico,  was  prepared  by  Prof.  Emory  R. 
Johnson,  of  the  University  of  Pennsylvania,  who  has  been  employed  for  some  years 
by  the  United  States  in  making  studies  and  reports  of  probable  Panama  Canal  traffic. 
Regarding  the  Port  of  New  York  the  report  says,  in  part: 

New  York  naturally  led  all  other  ports,  both  in  shipments  and  in  receipts. 
It  is  a  notable  fact,  moreover,  that  the  receipts  at  New  York  were  more  than 
double  the  shipments  from  that  port.  *  *  * 

While  the  port  of  New  York  alone  greatly  exceeds  all  other  American 
ports  in  the  amount  of  traffic,  it  is  also  the  center  of  a  much  larger  volume  of 
traffic.  In  collecting  the  statistics,  Hoboken,  Jersey  City,  Newark,  Perth  Amboy, 
and  South  Amboy  were  treated  as  separate  ports.  As  a  matter  of  fact  the  water- 
borne  traffic  at  each  of  these  ports  may  properly  be  considered  as  part  of  that 
handled  in  and  about  New  York. 

The  following  table  shows  the  total  receipts  and  shipments  at  these  five 
ports  and  at  New  York: 

SHIPMENTS  AND  RECEIPTS  OF  PRINCIPAL  COMMODITIES   AT   HOBOKEN,  JERSEY  CITY, 
NEWARK,  NEW  YORK,  PERTH  AMBOY  AND  SOUTH  AMBOY,   1906. 

Nbt  Tons. 


COMMODITY 

TOTAI. 

HOBOKBN 

Jersey  City 

Newark 

New  York 

Perth  Amboy 

South  Amboy 

Ship- 
ments 

Receipts 

Ship- 
ments 

Re- 
ceipts 

Ship- 
ments 

Re- 
ceipts 

Sh'p 
m*ts 

2^916 

•  •  •  • 

Re- 
ceipts 

Ship- 
ments 

Receipts 

Ship- 
ments 

Re- 
ceipts 

Ship- 
ments 

Re- 

c'pts 

Canned  Goods 

46,191 

282,241 

5,832,927 

47,294 

37,337 

105,927 

124,083 

122 

404 

131,887 

7,965 

271,822 

110,413 

284,539 

1,668,574 

10,381 

4,751,964 

22,880 

3,889,235 

506,747 

860.185 

4,029 

319,304 

76,880 

1,759.236 

1,426 

2,4«2,?78 

142,724 

686,021 

74,528 

92,584 
3,510,688 

88,707 
4,429,310 

"Kwo 

646,181 

■'"58 

i9;735 
117,666 

'8^428 
3,789 

^'.606 
2,613 

46,191 

181,425 

943,692 

47,280 

37,537 

105,927 

97,372 

50 

404 

129,566 

7,822 

270,619 

108.686 

265,668 

1,809,264 

10,331 

4,736,747 

8,596,374 

22,880 

8,491,387 

502,345 

850,186 

4,U2V 

319,904 

60,560 

1,758,179 

824 

2,3U«,694 

142,724 

692,482 

16,600 

91,584 
3,184,477 

88,707 
iSSCl&'i 

Cement,  brick  and  Ume 

CoaL 

5,m 

1,441,817 
5 

300,250 

17,996 
2,783.471 

1,536 

Cotton. 

Flour 

Fruita  and  vegetables 

585 

66 

17,900 

26',i26 
6 

i',657 
602 

1,578 

•  ••• 

•  •  •  ■ 

•  •  •  • 

1,728 

*675 
6,318 

42.502 
'3^449 

17i*,i87 

■  •  •  •  •  • 

8,234 

Grain. 

Ice. 

Iron  Ore 

T^nf  hf>r    , . . , .        ,    ^    ^ 

272 

786 

688 

220 
163 

778 

22,136 

1,086 

1,682 

Nayal  stores 

Petroleum  and  other  oils 

174 

'6^483 

aoii97 

225 
100 

18,702 
2,950 

'"689 

90 
1,601 

1,000 
149,501 

•••■•• 

4,912 

Pboaphate  and  fertilizer 

66,527 

Pig  iron  and  steel  rails 

Stone,  sand,  etc 

7,642 

36,718 

Tobacco 



Misoellaneous  merchandise. . 

7.480 

10,970 

5,708 

■■*832 

Total 

13.651,221 

18,437,742 

552,348 

43,774 

186,962 

167.548 

315,681 

17,607,906 

1,463.185 

396,8SS 

2,845,014 

8,960 

The  receipts  of  these  six  ports  enter  mainly  through  New  York. 

In  studying  this  table  the  fact  should  be  kept  in  mind  that  the  statistics  presented  in  it  cover  only 
the  trafBc  shipped  from  and  delivered  at  the  ports  named  in  the  table.  In  addition  to  this,  1,706,131 
tons  (coal  1,551,991  tons,  other  freight  154,140  tons)  were  shipped  from,  and  30,514  tons  were  received 
at,  minor  ports  around  New  York  harbor,  and  a  vast  volume  of  freight  was  handled  by  unrigged  craft 
in  and  about  this  great  port.     Data  relating  to  unrigged  craft  are  as  follows: 


[66] 


-■< 


UNRIGGED  CRAFT  OPERATING  IS  AND  AROUND  NEW  YORK    HARBOR,   1906. 


KIND 

Canal  Boats 

Coal  Boats 

All  other  unrigged 

Total 5,289 


Number  of 

Gross 

Freight  Lightered 

Vessels 

Tonnage 

(Net  Tons) 

305 

47,640 

1,338,741 

1,859 

453,841 

14,691,914 

3,125 

969,310 

39,100,763 

1,470,791 


55,131,418 


4> 


This  table  shows  55,131,418  tons  of  freight  to  have  been  lightered  in  and  around  New  York  harbor, 
and  the  preceding  table  shows  the  shipments  from  New  York  and  the  five  adjacent  ports  to  have  been 
13,651,221  tons,  and  the  receipts  18,437,742  tons,  to  which  is  to  be  added  the  freight  shipments  and 
receipts  of  the  minor  ports,  1,706,131  tons  and  30,514  tons,  respectively.  The  sum  of  these,  33,825,608 
tons,  represent  the  traffic  taken  into  and  out  of  the  harbor  area  of  which  New  York  is  the  center. 
This  traffic  and  the  freight  lightered  within  the  port,   55,131,418  tons,  make  a  total  of  88,957,026. 

This  tonnage,  however,  does  not  cover  the  entire  water-borne  commerce 
handled  in  and  about  New  York.  In  order  to  secure  that  total  it  is  necessary  to 
add  the  tonnage  of  the  import  and  export  traffic  in  foreign  vessels.  *  *  *  The 
foreign  trade  carried  on  at  the  six  ports  named  above  is  credited  by  the  Bureau 
of  Statistics  to  three  customs  districts — New  York,  Perth  Amboy  and  Newark. 
The  value  of  the  exports  from  Perth  Amboy  and  Newark  in  foreign  vessels  were 
$2,306,079  and  the  imports  $8,599,580.  By  combining  these  with  the  correspond- 
ing figures  for  New  York,  the  amounts  for  the  three  customs  districts  in  foreign 
vessels  become:  Exports,  $538,374,553;  imports,  $631,489,624;  total,  $1,169,864,- 
177. 

In  an  elaborate  investigation  made  in  the  years  1899  to  1901  by  the 
Isthmian  Canal  Commission  into  the  cargo  tonnage  of  American  maritime  com- 
merce, it  was  found  that  the  average  value  of  the  cargo  ton  of  exports  from  the 
Atlantic  coast  was  $35.98,  and  that  the  average  value  of  the  cargo  ton  of  imports 
was  $62.84.  Assuming  that  the  average  value  per  ton  of  the  exports  from  New 
York  and  vicinity  in  1906  was  $35.98,  the  tonnage  was  14,963,162;  and  if  the  aver- 
age value  of  the  imports  was  $62.84,  per  ton,  the  tonnage  of  imports  at  New 
York,  Perth  Amboy,  and  Newark  was  10,049,167,  making  a  total  tonnage  of 
exports  and  imports  of  25,012,329.  By  combining  this  total  with  the  88,957,026 
tons  of  freight  shipped,  received  and  lightered,  the  total  traffic  moved  on  the  water- 
ways at  and  around  New  York  is  found  to  have  been  113,969,355  tons  in  1906. 

This  total  represents  approximately  the  amount  of  freight  handled  by  water 
in  and  around  New  York.  It  does  not,  however,  for  reasons  that  have  already 
been  explained,  include  the  full  amount  of  freight  carried  by  ferryboats.  More- 
over, it  was  found  impossible  to  make  an  exact  segregation  of  the  freight  carried 
to  and  from  points  that  may  be  considered  adjacent  to  New  York  as  distinguished 
from  freight  that  was  shipped  and  delivered  at  non-adjacent  points.  The 
factor  of  uncertainty  in  this  connection  is  probably  not  a  large  one.  The  only 
other  fact  to  which  attention  needs  to  be  called  is  that  the  totals  given  in  the  last- 
above  table  includes  boats  that  are  operated  in  and  around  New  York  during  a 
part  of  the  year  and  are  used  elsewhere  the  remainder  of  the  twelve  months.  If 
calculations  regarding  harbor  work  of  other  large  ports  were  to  be  made,  care 
would  have  to  be  taken  to  avoid  duplication. 

[67] 


•1 


THE     STATE     AND     CITY    OF     NEW    YORK    LEAD    IN 

MANUFACTURING. 

The  United  States  census  report  on  manufactures,  for  the  year  1909,  gives  the 
State  of  New  York  leading  place  among  the  states  of  the  Union,  in  manufacturing,  and 
the  City  of  New  York  leads  all  other  cities  in  this  respect.     The  report  says,  in  part : 

The  geographic  position  and  topography  of  New  York,  as  well  as  the 
abundant  natural  wealth  of  its  fields,  forests,  mines,  and  quarries,  have  contrib- 
uted to  its  industrial  development  and  have  been  instrumental  in  making  it  the 
leading  manufacturing  state  in  the  Union.  The  Mohawk,  upper  Hudson,  Black 
and  Genesee  Rivers  and  Niagara  Falls  furnish  the  major  part  of  the  water 
power,  which,  either  directly  or  through  the  agency  of  transmitted  electric  cur- 
rent, serves  a  large  percentage  of  the  manufacturing  establishments  of  the  state. 
The  Hudson  River,  the  Erie  Canal,  connecting  Lake  Erie  with  the  Hudson 
River,  and  a  system  of  canals  which  connect  Lake  Ontario  with  the  Erie  Canal 
and  Lake  Champlain  with  the  Hudson  River,  form  a  network  of  inland  water- 
ways for  the  exchange  of  various  commodities  within  the  state  and  furnish  excel- 
lent communication  by  water  from  Duluth  and  Chicago  in  the  west  and  from 
various  points  in  Canada  on  the  north  to  New  York  City,  thereby  affording  an 
outlet  for  coastwise  and  foreign  commerce  through  the  most  important  seaport 
in  the  United  States.  A  large  majority  of  the  commercial  and  manufacturing 
centers  of  the  state  are  located  on  these  waterways  or  on  the  connecting  water- 
ways which  border  the  state.  The  8,448  miles  of  steam-railway  trackage  within 
the  state  also  afford  excellent  transportation  facilities. 

Although  New  York  has  important  interests  in  agriculture  and  mining,  its 
predominance  is  most  marked  in  manufacturing.  Since  the  completion  of  the 
Erie  Canal  in  1825,  New  York  has  held  foremost  rank  in  this  respect,  though, 
since  1849,  when  the  first  authoritative  census  of  manufactures  was  taken,  the 
proportion  which  the  state  has  contributed  to  the  total  value  of  manufactured 
products  in  the  entire  United  States  has  decreased  somewhat.  This  proportion 
was  23.3  per  cent,  in  1849  and  only  16.3  per  cent,  in  1909. 

In  1849  the  total  value  of  manufactured  products  of  New  York,  including 
those  of  the  neighborhood  and  hand  industries,  amounted  to  $237,597,249,  while 
in  1909,  exclusive  of  the  value  of  the  products  of  the  neighborhood  and  hand 
industries,  it  reached  a  total  of  $3,369,490,192,  or  more  than  fourteen  times  that  of 
1849.  During  the  same  period  the  population  of  the  state  increased  194.2  per 
cent.  In  1849  an  average  of  199,349  wage-earners,  representing  6.4  per  cent  of 
the  total  population,  were  employed  in  manufactures,  while  in  1909  an  average  of 
1,003,981  wage  earners,  or  11  per  cent,  of  the  total  population,  were  so  engaged. 
During  this  period  the  gross  value  of  products  per  capita  of  the  total  population 
of  the  state  increased  from  $77  to  $370. 

In  1909  there  were  44,935  manufacturing  establishments  in  the  State  of  New 
York,  having  a  capital  of  $2,986,241,000.  There  were  1,203,241  persons  engaged  in 
manufacturing,  of  which  47,569  were  proprietors  and  firm  members,  151,691  were  sal- 
aried employees,  to  whom  were  paid  $186,032,000,  an  average  of  1,003,981  wage-earn- 
ers, to  whom  were  paid  $557,231,000,  and  for  materials  used  in  manufacturing  $1,856,- 
904,000,  and  $386,074,000  for  miscellaneous  expenses,  resulting  in  products  valued 
at  $3,369,490,000,  of  which  $1,512,586,000  was  the  value  added  by  manufacture. 

[68] 


t-v 


^\ 


€ 


Regarding  the  City  of  New  York  the  report  says : 

New  York  City  is  not  only  the  leading  city  and  the  commercial  center  of 
the  United  States,  but  also  the  industrial  metropolis,  holding  first  place  in  the 
total  value  of  manufactured  products  as  well  as  in  many  individual  industries.  In 
1909  the  population  of  New  York  City  was  practically  equal  to  that  of  the  State 
of  Ohio  and  exceeded  only  by  Pennsylvania,  Illinois  and  New  York  itself,  but  the 
value  of  its  manufactured  products  exceeded  that  reported  by  any  state  except 
Pennsylvania  and  New  York.  This  predominance  in  manufactures  is  closely 
connected  with  the  abundant  supply  of  labor,  its  large  immigration  population 
being  in  particular  an  influential  factor  in  causing  manufacturing  enterprises  to 
locate  there.  New  York  City  is  the  chief  center  of  trade  between  the  United  States 
and  Europe  and  also  one  of  the  principal  distributing  points  for  domestic  trade. 
This  commercial  importance  has  also  contributed  to  the  high  rank  of  the  city  in 
manufacturing  industries  and  to  making  New  York  the  financial  center  of  the 
United  States,  thereby  rendering  it  easy  to  obtain  capital  for  the  establishment 
and  extension  of  such  industries.  *  *  *  The  value  of  the  city's  manufactures  rep- 
resented 9.8  per  cent,  of  the  total  manufactured  products  of  the  United  States  in 
1909  and  10.3  per  cent,  in  1904.  There  were  21  industries  in  New  York  City  in 
1909  for  which  the  value  of  products  in  excess  of  $20,000,000  was  reported.  For 
two  of  these  industries,  the  refining  of  cane  sugar  and  smelting  and  refining  of 
copper,  statistics  cannot  be  presented  separately  without  disclosing  the  operations 
of  individual  establishments.  The  other  19  industries,  arranged  in  order  of  value  of 
products,  are  indicated  in  the  following  tabular  statement,  which  shows  the  abso- 
lute and  relative  increase  in  this  respect  between  1904  and  1909,  and  also  the  per- 
centage which  the  value  of  products  for  each  industry  represents  of  the  corre- 
sponding total  for  the  state: 


VAI.UE  OF  Products  :  1909. 


INDUSTRY 


Amount 


Clothing,    women's $266,477,000 

Clothing,  men's  including  shirts 218,411,000 

Printing  and  Publishing 183,509,000 

Slaughtering  and  meat  packing 95,862,000 

Foundry  and  machine  shop  products- . . .  63,853,000 

Tobacco  manufactures 62,488,000 

Bread  and  other  bakery  products 61,904,000 

Liquors,  malt 53,469,000 

Millinery  and  lace  goods 51,239,000 

Fur  Goods 39,874,000 

Gas,  illuminating  and  heating 34,117,000 

Paint  and  varnish 26,664,000 

Musical  instruments,  pianos  and  organs 

and  materials 25,516,000 

Furnishing  goods,  men's 25,496,000 

Patent   medicines   and    compounds    and 

druggist's   preparations 24,984,000 

Lumber  and  timber   products 24,122,000 

Copper,  tin  and  sheet-iron  products  •..  •  23,303,000 

Artificial  flowers  and  feathers  and  plumes  •  21,098,000 

Confectionery 20,062,000 

[69] 


Per 

Cent,  of 

total  for 

the  State 

Increase  over  1904 
Amount 

Per 
Cent. 

97.8 

$98,058,000 

58.2 

82.1 

68,927,000 

46.1 

84.6 

45,007,000 

32.5 

75.4 

39,924,000 

71.4 

41.4 

5,916,000 

10.2 

81.5 

11,963,000 

23.7 

71.8 

17,904,000 

40.7 

68.8 

10,301,000 

23.9 

98.3 

18,896,000 

58.4 

96.5 

14,595,000 

67.7 

80.6 

4,402,000 

14.8 

93.4 

3,834,000 

16.8 

75.8 

6,586,000 

34.8 

60.4 

8,883,000 

53.5 

66.9 

6,868,000 

37.9 

33.3 

2,903,000 

13.7 

60.6 

5,914,000 

34.0 

99.7 

17,132,000 

432.0 

78.6 

6,017,000 

42.8 

^ 


I 


I 


) 
I 


't 

I 

r 


Of  the  five  boroughs  which  form  A^ew  York  City,  the  Borough  of  Manhat- 
tan is  the  most  important  industrially,  the  value  of  the  manufactured  products 
reported  by  the  establishments  within  its  limits  in  1909  constituting  68.4  per  cent, 
of  the  total  for  the  entire  city.  The  proportions  of  the  total  contributed  by  the 
other  boroughs  in  that  year  were  as  follows :  Brooklyn,  20.6  per  cent. ;  Queens,  7.5 
per  cent.;  the  Bronx,  2.1  per  cent.;  and  Richmond,  1.5  per  cent. 

The  totals  presented  for  New  York  City  do  not  include  statistics  for  three 
establishments  operated  by  the  Federal  Government,  namely,  the  United  States 
Navy  Yard,  with  3,622  wage-earners  and  products  valued  at  $7,032,416  in  1909; 
the  United  States  Naval  Clothing  Factory,  with  96  wage-earners  and  products 
valued  at  $670,198,  located  in  Brooklyn;  and  the  United  States  Lighthouse 
Establishment,  with  60  wage-earners  and  products,  such  as  illuminating  and  signal 
apparatus  and  machinery  and  other  lighthouse  supplies,  valued  at  $995,745, 
located  at  Tompkinsville,  in  the  Borough  of  Richmond. 

EARLIEST   HISTORY   OF    PORT    OF    NEW    YORK. 

The  earliest  recorded  reference  to  the  port  of  New  York  have  been  the  special 
study  of  Dr.  Edward  Hagaman  Hall,  secretary  of  the  American  Scenic  and  Historic 
Preservation  Society,  who  was  also  an  official  of  the  Hudson-Fulton  Celebration 
Commission  of  1909.  He  properly  ascribes  to  Henry  Hudson,  operating  under  a 
contract  with  the  Dutch  East  India  Company,  the  "discovery"  of  the  river  that  bears 
his  name,  and  which  Hudson  explored  to  its  source  and  described  in  1609.  But,  says 
Dr.  Hall: 

"The  sharp  re-entrant  angle  in  the  Atlantic  coast  which  marks  the  outlet 
of  the  Hudson  River  had  not  escaped  the  notice  of  earlier  navigators,  and  the 
bend  in  the  shore  line  and  the  river  itself  were  clearly  delineated  on  maps  made 
before  Hudson's  day.  We  even  know  the  names  of  some  of  his  predecessors  in 
New  York  harbor.  The  earliest  European  visitor  to  these  waters  of  whom  we 
have  indisputable  proof  was  Verazzano,  who  came  in  1524.  He  referred  to  the 
upper  harbor  as  'una  grandissima  riviera' — a  very  large  river.  He  was  fol- 
lowed in  1525  by  Gomez,  who  named  the  river  after  St.  Anthony.  Thus,  with- 
out taking  into  consideration  the  less  easily  demonstrated  but  not  improbable 
claims  that  French,  Spanish  and  even  Dutch  traders  had  resorted  to  the  river 
between  1525  and  1609,  it  is  apparent  that  so  far  as  the  undisputed  records  are 
concerned,  Verazzano  had  found  the  stream  and  Gomez  had  named  it  eighty- 
five  and  eighty-four  years  respectively  before  Hudson  sailed  from  Amsterdam." 

Dr.  Hall  further  says: 

"Civilization  followed  Hudson's  voyage  into  the  Hudson  river  valley,  partly 
because  the  valley  was  beautiful  and  attractive,  partly  because  it  was  fertile, 
partly  on  account  of  the  very  valuable  fur  trade,  which  was  the  foundation  of 
New  York  commerce,  and  partly  for  other  reasons,  but  very  largely  on  account 
of  the  relation  of  the  river  to  other  lines  of  water  travel.  ♦  *  *  The 
remarkable  situation  of  their  territory  with  relation  to  the  Hudson  river  and  these 
other  waters  was  a  leading  factor  of  the  pre-eminence  of  the  Iroquois,  the  most 
powerful  aboriginal  people  in  America  north  of  Mexico,  and,  with  the  advent  of 
European  civilization,  has  been  one  of  the  most  potent  causes  of  the  pre-eminence 
of  New  York  as  the  Empire  State.     -     -     - 


*     * 


(70] 


^Jf 


4 


V 


"Hudson's  voyage  was  followed  immediately  by  the  advent  of  the  Dutch 
traders  who  built  temporary  habitations  on  Manhattan  Island  and  at  the  site  of 
Albany  and  at  these  trading  posts  carried  on  a  lucrative  fur  trade  with  the 
Indians.     *     *     * 

*'  Although  a  few  traders'  huts  had  been  erected  in  New  Netherland  as  early 
as  1613,  it  was  not  until  1624  that  a  permanent  settlement  was  effected  at  Albany 
and  1626  at  New  York. 

"From  that  time  the  Colony  grew  steadily.  New  Netherland  was  captured 
by  the  English  in  1664;  recaptured  by  the  Dutch  in  1673,  and  repossessed  by  the 
English  in  1674.  For  over  a  century  it  remained  a  colony  of  Great  Britain. 
Then  came  the  American  Revolution  and  American  Independence.  In  1807, 
twenty-four  years  after  the  evacuation  of  New  York  by  the  British,  occurred  the 
other  great  event  which  the  Hudson-Fulton  celebration  commemorates,  namely, 
the;  successful  application  of  steam  to  navigation  by  Robert  Fulton  on  the  river 
which  Hudson  had  explored." 

"It  is  a  curious  fact,"  says  Dr.  Hall,  "that  the  commerce  of  New  York  City 
and  State  began  before  the  city  and  State  were  permanently  settled."  He  discards  as 
unreliable  the  claims  that  the  city  was  settled  previous  to  1626,  but  adds: 

"However  between  the  voyage  of  Hudson  in  1609  and  the  settlement  at 
Fort  Orange  (Albany)  in  1624  and  New  Amsterdam  (New  York)  in  1626,  a  very 
active  and  lucrative  reciprocal  commerce  had  sprung  up  between  the  Nether- 
lands and  New  Netherland,  which  ante-dated  also  the  settlement  at  Plymouth, 
Massachusetts,  in  1620,  and  may  properly  be  called  the  beginning  of  the  com- 
merce of  the  present  United  States. 

"The  commercial  events  between  1609  and  1614  are  partly  veiled  in  uncer- 
tainty and  partly  disclosed  b}^  safe  deduction.  There  was  undoubtedly  an  Eng- 
lish voyage  to  our  River  in  1610,  the  proof  of  which  is  to  be  found  in  the  first 
recognizable  map  of  the  Hudson  River.  *  *  *  This  map  was  secretly  obtained 
by  the  Spanish  Ambassador  to  England  and  sent  to  Phillip  III.  of  Spain  March 
22,  1611.  It  is  now  in  the  general  archives  of  Simancas.  The  map  was  made  by 
a  surveyor  sent  to  America  by  James  I.,  who  returned  to  England  about  Decem- 
ber, 1610. 

"We  cannot  prove  with  certainty  that  there  was  any  voyage  to  this  River 
in  1611,  but  we  may  suspect  that  the  Dutch  were  not  backward  in  following  up  the 
information  brought  back  to  them  by  Hudson.  However,  we  have  evidence  that 
there  was  a  voyage  to  this  River  in  1612. 

"In  1613  Hendrick  Christiaenssen  and  Adriaen  Block  visited  this  region 
and  appear  to  have  spent  the  winter  of  1613-14  making  explorations  of  New 
Netherland. 

"On  March  27,  1614,  the  States  General  of  the  United  Netherlands  granted 
a  general  charter  in  which  they  promised  that  they  would  grant  an  exclusive 
charter  for  a  certain  number  of  voyages  to  anyone  who  would  discover  passages, 
havens,  countries,  and  places  that  had  not  before  then  been  discovered  or  fre- 
quented. Encouraged  by  this  promise  a  company  of  merchants  of  Amsterdam 
and  Hoorn  sent  five  ships,  namely,  the  Little  Fox  (Jan  de  With,  skipper) ;  the 
Tiger  (Adriaen  Block,  skipper) ;  the  Fortune  (Hendrick  Christiaenssen,  skipper) ; 

[71] 


1 


I 


the  Nightingale  (Thys  Volckerstssen,  skipper) ;  and  another  vessel  called  the  For- 
tune (Comelis  Jacobssen  May,  skipper),  to  explore  New  Netherland,  and  on 
October  11,  1614,  the  States  General  granted  them  a  monopolistic  charter  for 
trading  to  these  parts.  In  1614  Block's  ship,  the  Tiger,  was  burned,  and  a  new 
vessel  called  the  Restless  was  built  somewhere  in  New  Netherland  to  take  its  place. 
This  first  ship  was  probably  built  along  the  Hudson  River  but  there  is  no  authentic 
data  for  saying  it  was  built  on  Manhattan  Island. 

"From  this  time  on  until  the  permanent  settlement  at  Fort  Orange  and  New 
Amsterdam  a  regular  commerce  was  kept  up  by  the  Dutch  with  New  Netherland. 
The  principal  commodity  exported  from  New  Netherland  was  furs.  Records  of 
this  conmierce  exist.  In  1624  two  ships  took  back  the  skins  of  4,000  beavers  and 
700  otters  which  sold  for  between  25,000  and  27,000  guilders.  In  the  month  of 
November,  1626,  a  ship  returned  to  Holland  taking  samples  of  all  kinds  of  pro- 
duce growing  here,  the  cargo  being  7,246  beaver  skins,  675  otter  skins,  48  mink, 
36  wild-cat  skins  and  various  other  sorts,  many  pieces  of  oak  timber  and  hickory. 
The  total  receipts  from  New  Netherland  in  1626  sold  for  45,050  guilders." 

STATISTICS  OF  COMMERCE  DURING  COLONIAL  TIMES. 

An  idea  of  the  value  of  the  foreign  commerce  of  the  colony  of  New  York, 
nearly  two  hundred  years  ago  will  be  found  in  the  following  tabulation,  to  be  found 
in  the  "Documentary  History  of  the  State  of  New  York,"  by  Christopher  Morgan, 
Secretar}^  of  State  of  the  State  of  New  York,  published  in  1849: 

Value  of  Impobts  and  Exports  of  Merchandise  into  and  from  the  Colony  of 

New  York  from  1717  to  1728: 


ybar 


imports  exports 

Expressed  in  pounds,  shillings  and  pence,  sterling 


From  1717  to  1718 27,331 

From  1718  to  1719 19,596 

From  1719  to  1720 16,836 

From  1720  to  1721 15,681 

From  1721  to  1722 19,564 

From  1722  to  1723 28,518 

From  1723  to  1724 21,191 

From  1724  to  1725 25,316 

From  1725  to  1726 38,307 

From  1726  to  1727 31,617 

From  1727  to  1728 21,005 


s. 

d. 

12 

1 

6 

5 

12 

7 

4 

5 

15 

4 

12 

6 

2 

3 

18 

9 

17 

10 

8 

1 

12 

11 

/ 

s. 

d. 

62,966 

16 

3 

56,355 

3 

9 

37,397 

19 

5 

50,788 

10 

6 

57,889 

15 

10 

54,838 

9 

8 

63,020 

0 

9 

70,650 

8 

0 

84,850 

18 

0 

67,373 

6 

3 

78,561 

6 

4 

In  the  annual  report  of  Hon.  Campbell  W.  Adams,  State  Engineer  and  Sur- 
veyor, for  the  year  1897,  there  is  a  very  interesting  statement  regarding  the  commerce 
of  the  port  and  State  of  New  York,  accompanied  by  extensive  tables,  showing  the 
value  of  the  foreign  trade  of  the  different  colonies  for  a  period  of  over  two  hundred 
5'ears.  It  is  stated  in  the  report  that  a  "compilation"  is  found  of  "Trade  between  the 
American  Colonies  and  Great  Britain,"  issued  by  the  Federal  Government,  and  copied 

17^1 


■     ,  . 


I 


■ 


4 


from  "Hazard's  Commercial  and  Statistical  Register."  The  following  table,  as  show- 
ing the  comparative  importance  of  the  colony  of  New  York  during  the  larger  part 
of  the  eighteenth  century,  is  of  interest: 

Table  showing  the  trade  between  the  American  Colonies  and  Great  Britain, 

between  1697  AND  1774,  in  ten-year  periods: 

(Amounts  are  stated  in  pounds,  sterling) 

New  England  New  York  Virginia  and  Maryland  Carolina 

Year  Exports       Imports  Exports         Imports  Exports         Imports  Exports  Imports 

1697  26,282  68,468  10,093  4,579  227,756  58,796  12,374  5,289 

1707  38,796  120,631  14,283  29,855  207,625  237,901  23,311  10,492 

1717  58,898  132,001  24,534  44,140  296,884  215,962  41,275  25,058 

1727  75,052  187,277  31,617  67,452  421,588  192,965  95,055  23,254 

1737  63,347  223,923  16,833  125,833  492,246  211,301  187,758  58,986 

1747  41,771  210,640  14,992  137,984  492,619  200,008  107,500  95,529 

1757  27,556  363,404  19,168  353,311  418,881  426,687  130,889  213,949 

1767  128,207  406,081  61,422  417,957  437,936  437,628  395,027  244,093 

1774  112,248  562,476  80,008  437,937  612,030  528,738  432,302  378,116 

The  period  of  the  Revolutionary  War  is  passed  over  as  being  abnormal,  and 
the  statistics  are  resumed  with  the  year  in  which  the  first  Congress  under  the  present 
Constitution  was  going  out  of  existence.  The  present  method  of  statistical  compila- 
tion used  by  the  United  States  Government  was  begun  in  1821.  The  above  table, 
therefore,  is  carried  down  for  each  of  the  ten-year  periods  that  closed  with  1811,  show- 
ing value  of  exports,  this  time  expressed  in  dollars: 

Table  Showing  the  Value  of  Exports  From  the  Leading  Atlantic  and  Gulf 
States,  in  Ten- Year  Periods,  as  Stated,  Expressed  in  Dollars: 

Massachusetts      New  York      Pennsylvania      Maryland  Virginia        So.  Carolina         Louisiana 

^^^^  Exports  Exports  Exports  Exports  Exports  Exports  Exports 

1791  $2,519,651   $2,505,465   $3,463,093   $2,239,691   $3,131,865   $2,693,268   

1801  14,870,556   19,851,136   17,438,193   12,767,530    5,655,574   14,304,045   

1811  11,235,465   12,266,215    9,560,117    6,833,987    4,822,307    4,861,279   $2,650,050 

Mr.  Adams  states  that  the  value  of  imports  by  States  was  not  published,  preced- 
ing 1821,  although  the  collections  of  customs  dues  were.  He  therefore  presents  in  a 
table  the  customs  collections  for  the  three  ten-year  periods  used  in  the  last  table,  and 
shows : 

Customs  Duties  on  Foreign  Merchandise  Imported: 

^^^                        Massachusetts  New  York  Pennsylvania  Maryland  Virginia  So.  Carolina  Louisiana 

1791  $1,025,974  $1,356,064  $1,475,428  $641,646  $805,887  $106,694    

1801  4,442,577    4,984,235  3,702,898  2,157,649  822,153  141,781    

^811  2,772,074    2,436,092  2,364,635  1,082,864  214,304  63,053  $166,029 

Of  course  the  port  of  New  York,  as  everybody  knows,  has  forged  far  in  the 
lead  among  the  ports  of  the  United  States,  since  the  periods  covered  by  the  foregoing 

[73] 


.*>        *■ 


" 


tables  of  colonial  times,  and  of  the  early  years  of  the  existence  of  our  states.  Some  of 
the  reflections  of  the  State  Engineer,  as  expressed  by  Mr.  Adams  in  his  1897  report, 
may  be  pertinent  as  suggesting  the  causes  for  the  growth  of  New  York.  Speaking, 
evidently  of  the  port  of  New  York,  he  says: 

Imports  have  been  the  great  bed-rock  of  our  commercial  superstructure,  for 
nearly  a  century.  (His  tables  were  carried  down  to  1891.)  Even  back  of  that, 
however,  while  our  commercial  growth,  in  imports,  was  as  remarkable  as  it  was 
rapid,  yet,  at  one  period,  at  least,  Massachusetts  slightly  led.  It  required  seventy 
long  years  for  New  York  to  pass  New  England,  before  the  Revolution,  in  the 
matter  of  imports.  And  we  have  but  to  refer  to  the  record  to  see  how  tenaci- 
ously Massachusetts  held  to  New  York  during  the  first  twenty  years  of  our 
national  life.  These  lessons  are  impressive.  They  must  not  be  forgotten.  It  may 
not  be  New  England  that  we  need  fear  again,  but  the  commercial  conqueror  of 
New  York  may  be  to  the  south,  nevertheless,  but  quite  unlikely  in  the  west. 
During  the  last  century  Virginia  and  Maryland  were  invulnerable,  commercially. 
The  value  of  their  commerce  was  almost  continuously  double  that  of  any  other 
of  the  colonies,  but  Carolina  became  remarkably  vigorous  and  expansive  just  pre- 
ceding the  Revolution.  Indeed,  that  colony  pressed  hard  upon  New  York,  and 
passed  her  with  flying  colors  in  the  early  part  of  the  last  century,  a  lead  which 
she  held  until  the  Revolutionary  War  changed  things.  But  even  after  the  new 
Constitution  had  gone  into  effect,  while  New  York  far  exceeded  South  Carolina 
in  the  matter  of  imports,  yet  the  latter  led  New  York  in  the  volume  of  her  exports. 

So,  we  see,  commerce  has  no  hard  and  fast  abiding  place.  It  is  as  mobile  as 
the  water  that  floats  it.  This  is  a  fact  never  to  be  lost  sight  of.  The  mutations 
of  time  have  dealt  hardly  with  some  of  our  States,  commercially,  as  the  data 
tabulated  above  will  show.  In  exports  Massachusetts,  Pennsylvania,  Virginia, 
and  South  Carolina  all  led  New  York  a  hundred  years  ago.  In  exports  *  *  * 
Louisiana  led  New  York  for  several  successive  years  just  preceding  the  Civil 
War.     *     *     * 

One  of  the  present  strongest  reliances  of  New  York,  is  the  large  and  grow- 
ing population.  So  long  as  this  growth  continues  its  supremacy  in  commerce  may 
be  reasonably  expected.       *     *     * 

While  New  York  is  by  far  the  leading  manufacturing  city  in  the  United 
States,  yet  there  is  a  danger  in  the  fact  that  the  things  manufactured  are  pro- 
duced from  materials  often  brought  from  long  distances.  And  the  things  manu- 
factured are  often  carried  equally  long  distances.  When  matters  reach  that  stage 
of  perfection  that  the  point  of  producing  manufactures  comes  nearer  to  the  place 
where  the  raw  materials  used  are  produced.  New  York's  manufacturing  and 
commercial  danger  will  be  much  more  imminent  than  now.  Commerce,  being  a 
product  of  transportation,  we  must  see  to  it,  and  that  vigilantly,  that  the  cost  of 
transportation,  by  being  constantly  at  the  minimum,  shall  be  the  least  disturbing 
factor  in  our  industrial  and  commercial  growth.  As  transportation  is  cheapened, 
production  increases,  and  commerce  grows.  The  distance  from  which  materials 
may  be  brought  to  be  consumed  and  transformed  into  manufactures  may  be 
still  further  removed  from  the  point  of  manufacture,  if  the  cost  of  trans- 
portation may  be  lowered.  The  lowering  of  the  cost  of  transportation  cheapens 
the  cost  of  living,  and  enables  us  to  consume  more.    There  is  a  double  advantage, 

[74] 


i 


and  especially  to  a  community  like  New  York,  in  cheapened  transportation.  It 
not  only  affects  the  things  brought  to  us,  and  reduces  their  cost,  but  the  area  in 
which  the  products  of  New  York  may  be  profitably  sold  increases  (with  each 
reduction  in  transportation.  *  *  *  Cheap  transportation  is  New  York's 
most  vital  necessity.     *     *     * 

Blessed,  indeed,  is  the  State,  therefore,  that  possesses  the  means  for  minimiz- 
mg  transportation  charges.  In  this  respect  New  York  is  most  signally  fortunate, 
so  fortunate,  indeed,  that  its  people  have  even  become  indifferent  to  these  very 
primary  but  vital  truths.     *     *     * 

The  accessories  to  commerce,  sufficient  docks,  available  warehouses,  with 
every  possible  appliance  that  expedites  and  cheapens  handling,  must  always  be 
so  ample,  so  numerous,  so  cheap,  so  accessible,  as  to  always  keep  in  advance  of 
demand.  However  extensive  and  ample  our  waterways,  if  the  means  be  not  at 
hand  for  acconmiodating,  and  at  reasonable  rates,  all  of  the  commerce  that  would 
naturally  be  attracted  to  these  waterways,  the  beneficence  of  them  is  wasted.  In 
this  respect  New  York,  the  great  City  of  New  York,  has  been  extravaffantlv 
wasteful.  "^ 

Since  the  foregoing  was  written  the  State  of  New  York  has  appropriated  and 
expended  about  $145,000,000  on  its  canals.  Of  this,  about  $17,000,000  has  been  for 
maintenance,  $108,000,000  for  enlargement,  and  $19,800,000  for  canal  terminals. 
During  the  same  period  the  City  of  New  York  has  expended  millions  of  dollars  addi- 
tional for  the  acquisition  of  land,  in  South  Brooklyn  and  elsewhere,  and  expended 
additional  millions  in  the  construction  of  the  most  up-to-date  piers  to  be  found  in  the 
United  States. 


n 


\ 


(75] 


NET  TONNAGE   OF   VESSELS   THAT    ENTERED    AND    CLEARED   AT   THE 

PORT  OF  HAMBURG  IN  FOREIGN  TRADE 


Year 


I 


1841  to  1845.. 

1846  to  1850.. 

1851  to  I860.. 

1861  to  1870.. 

1871  to  1880.. 

1881 

1882 

1883 

1884 

1885 

1886 

1887 

1888 

1889 

1890 

1891 

1892 

1893 

1894 

1895 

1896 

1898   

1899 

1900 

1901 

1902 

1903 

1904 

1905 

1906 

1907 

1908 

1909 

1910 

1911 

1912 


Bntered 


392,877 

461,770 

756,099 

1,260,675 

2,206,254 

2,805,605 
3,030,909 
3,351,670 
3,727,724 
3,704,112 
3,791,992 
3,920,234 
4,355,511 
4,809,892 

5,202,825 
5,762,369 
5,639,010 
5,886,378 
6,228,821 
6,254,493 
6,445,167 


Cleared 


756,255 


1,255,780 


2,207,760 

2,857,384 
3,022,027 
3,353,879 
3,707,189 
3,712,394 
3,786,845 
3,927,865 
4,347,723 
4,826,906 

5,214,271 
5,766,318 
5,640,163 
5,933,580 
6,248,875 
6,279,707 
6,300,458 


7,765,950 

i,ovo,ooo 

7,779,707 

8,037,514 

8,050,159 

8,383,365 

8,351,817 

8,727,294 

8,704,869 

9,155,926 

9,221,261 

9,610,794 

9,610,479 

10,380,775 

10,378,573 

11,039,069 

11,007,720 

12,040,461 

12,103,209 

11,914,250 

11,738,768 

12,184,268 

12,339,129 

11,417,773 

11,583,211 

11.830,949 

11,945,239 

13,567,913 

13,837,076 

176] 


i 


NET  TONNAGE  OF  VESSELS  THAT  ENTERED  AND  CLEARED 

FROM  PORTS  OF  LONDON  AND  LIVERPOOL 

IN  FOREIGN  TRADE 


> 


London                      I 

LlVBRPOOI, 

Calendar 

Year 

Bntered 

Cleared 

Entered 

Cleared 

1870 

4,089,366 

3,026,916 

3,416,933 

3,356,138 

1880 

5,970,341 

4,606,641 

4,913,324 

4,746,489 

1881 

5,810,043 

4,478,266 

4,940,548 

4,796,671 

1882 

6,130,027 

4,645,651 

5,165,211 

4,882,878 

188o ....    ... 

6,589,594 

4,810,680 

5,467,274 

5,167,568 

1884 

6,769,767 

4,996,833 

5,209,357 

4,966,936 

1885 

6,902,655 

5,146,482 

5,173,330 

4,822,021 

1886 

6,810,647 

5,215,984 

5,017,815 

4,714,654 

1887 

6,880,187 

5,284,149 

5,186,393 

4,758,525 

1888 

7,470,949 

5,470,912 

5,368,196 

4,941,556 

1889 

7,550,121 

5,566,620 

5,789,400 

5,147,028 

1890 

7,708,705 

5,772,062 

5,782,351 

5,159,450 

1891 

7,637,965 

5,787,552 

5,866,920 

5,220,988 

1892 

7,866,946 

6,049,513 

5,913,860 

5,206,116 

1893 

7,782,402 

5,635,654 

5,251,570 

4,588,231 

1894 

8,301,868 

6,131,712 

5,492,327 

4,997,251 

1895 

8.435,676 

6,110,325 

5,598,341 

4,883,199 

1896 

8,993,285 

6,588,910 

5,643,285 

5,239,610 

1897 

9,110,925 

6,686,734 

5,845,384 

5,415,667 

1898 

9,437,764 

7,158,438 

6,170,454 

5,998,348 

1899 

9,437,950 

7,091,125 

6,152,187 

5,665,813 

1900 

9,580,854 

7,119,673 

6,001,563 

5,666,145 

1901 

9,992,753 

7,282,892 

6,465,153 

6,171,072 

1902 

10,179,023 

7,385,085 

6,848,200 

6,314,514 

1903 

10,958,739 

8.104,890 

7,817,050 

6,682,568 

1904 

10,788.212 

7,850,947 

7,986,584 

6,730,206 

1905 

10.814,115 

7,913,115 

7,806,844 

6,932,687 

1906 

11,222,542 

8,185,400 

8,145,441 

7,125,417 

1907 

11,160,367 

8,598,979 

8,167,419 

7,257,869 

1908 

11,194,073 

8,487,841 

7,973,123 

6,901,594 

X«7U«7  •   •  •       •  •  •  • 

11,605,698 

8,622,316 

7,747,994 

6,593,094 

1910 

12,154,162 

8,999,635 

7,588,653 

6,697,612 

1911 

11,973,249 

9,004,974 

7,887,719 

6,880,271 

1912 

10,800,716 

7,446,873 

7,253,016 

7,446,873 

[771 


NET   TONNAGE   OF  VESSELS   THAT    ENTERED   AND  CLEARED   AT 
PORT  OF  HONGKONG,  IN  FOREIGN  TRADE,  BY  SEA 


Tear 

Entered 

Cleared 

1860 

875,199 

1870 

2,836,207 

1880 

4,319,207 

1890 

6,852,588 

1895 

7,827,398 

1900 

9,288,762 

•  •  •    •  •  •  •  • 

1905 

11,328,762 

1906 

11,249,233 

1907 

11,512,223 

1908 

11,164,386 

1909 

11,150,560 

11,V94,698 

1910 

10,489,203 

10,477,301 

1911 

10,246,622 

10,243,898 

1912 

12,170,035 

12,100,365 

NET  TONNAGE  OF  VESSELS   THAT   ENTERED   AND  CLEARED  AT  THE 
PORT  OF  ROTTERDAM  IN  FOREIGN  TRADE 


Year 

Entered 

Cleared 

1850 

346,186 

1860 

592,978 

1870 

1,026,348 

1880 

1,681,650 

1885 

2,120,347 

1890 

2,918,425 

1895 

4,177,478 

1900 

6,589,091 

1901 

6,382,934 

1902 

6,549,233 

1903 

7,626,263 

1904 

7,657,707 

1905 

8,673,179 

1906 

9,192,467 

1907 

10,303,940 

1908 

8,994,797 

1909 

9,217,493 

8,902,570 

1910 

10,649,843 

10,490,049 

1911 

11,052,186 

10,800,490 

1912 

11,552,119 

11,532,619 

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TOTAL  DOCUMENTED  GROSS  TONNAGE  OF  AMERICAN  VESSELS 


Years 
Ending 


Dec.  31. 
*1793... 
*1800... 
*1810.., 

1820.. 

1830.. 

Sept.  30. 

1840.. 

June  30. 

1850.. 

I860.. 

1870.. 

1880.. 


United  States 
Tons 


478,377 

972,492 

1,424,783 

1,280,167 

1,191,776 

2,180,764 

3,535,454 
5  353,868 
4,246,507 
4,068,034 


Years 
Ending 


1881... 

4,057,734 

1882... 

4,165,933 

1883... 

4,235,487 

1884... 

4,271,229 

1885... 

4,265,934 

1886... 

4,131,136 

1887... 

4,105,845 

1888... 

4,191,916 

1889... 

4,307,475 

1890... 

4,424,497 

1891... 

4,684,759 

1892... 

4,764,921 

1893... 

4,825,071 

1894... 

4,684,029 

1895... 

4,635,960 

1896... 

4,703,880 

1897... 

4,769,020 

1898... 

4,749,738 

1899... 

4,864,238 

1900... 

5,164,839 

1901... 
1902... 
1903... 
1904... 
1905 . . . 
1906... 
1907... 
1908... 
1909 . . . 
1910... 

1911... 
1912... 


5,524,218 
5,797,902 
6,087,345 
6,291,535 
6,456,543 
6,674,969 
6,938,794 
7,365,445 
7,388,755 
7,508,082 

7,638,790 
7,714,183 


1829. 
1841. 


New  York 
Tons 


59,754 
151,592 
244,162 

*  261,764 

438,014 

835,868 
1,464,001 
1,133,175 

950,058 

951,685 
945,646 
948,775 
985,753 
992,663 
918,664 
933,112 
915,511 
946,314 
951,391 

1,018,138 
1,045,523 
1,054,684 
1,057,788 
1,036,801 
1,024,697 
1,051,941 
1,017,223 
1,036,435 
1,112,989 

1,185,367 
1,247,828 
1,399,358 
1,460,694 
1,540,809 
1,571,084 
1,578,326 
1,594,486 
1,611,024 
1,601,692 

1,641,777 
1,670,411 


Boston 
Tons 


187,880 
291,867 
431,123 


PORTS    OF 


Philadelphia 
Tons 


144,523 

227,608 

320,687 
464,213 
332,323 
264,264 

253,551 
266,966 
261,423 
261,837 
267,804 
262,487 
249,846 
265,050 
257,051 
251,526 

236,282 
233,478 
214,746 
214,916 
198,163 
195,428 
190,206 
168,771 
163,851 
174,941 

166,589 
160,589 
159,455 
188,868 
217,200 
210,443 
182,601 
206,138 
209,628 
196,707 

212,995 
251,362 


65,550 
103,552 
118,557 

77*318 

105,805 

206,498 
241,737 
315,122 
215,001 

215,436 
211,653 
227,330 
224,769 
222,257 
231,122 
221,272 
212,490 
225,444 
255,695 

284,744 
277,838 
278,849 
221,648 
245,550 
220,567 
209,742 
201,500 
221,909 
216,836 

233,487 
233,487 
247,146 
248,513 
266,125 
266,679 
273,784 
299,729 
276,348 
286,954 

304,107 
287,037 


Baltimore 
Tons 


•Covers  States  of  New  York,  Massachusetts,  Pennsylvania  and  Maryland. 

[831 


New  Orleans 
Tons 


37,740 
120,546 
128,513 

45,569 

83,638 

149,019 
200,109 
125,225 
102,139 

99,740 
104,476 
107,113 
115,470 
123,493 
122,328 
118,192 
121,000 
114,037 
115,017 

121,589 
120,571 
122,179 
122,872 
125,742 
122,526 
127,011 
130,949 
153,119 
159,268 

172,924 
182,635 
194,727 
188,993 
191,511 
193,255 
203,846 
207,003 
206,231 
198,117 

232,099 
232,380 


44,751 

145,115 

248,709 

228,243 

101,316 

87,961 

86,517 
78,248 
70,656 
69,028 
66,752 
63,377 
60,051 
58,982 
56,872 
68,873 

60,055 
54,342 

52,804 
43,064 
50,079 
48,003 
46,500 
40,062 
48,717 
42,452 

41,488 
37,314 
43,659 
37,276 
29,753 
28,351 
29,878 
32,571 
33,097 
33,678 

27,667 
36,887 


Galveston 
Tons 


3,309 
10,457 
15,684 

9,780 

12,464 
8,102 
8,313 
8,144 
6,804 

10,604 
9,197 
7,959 
7,361 
8,249 

11,862 
14,827 
15,269 
20,859 
17,850 
18,033 
19,995 
18,162 
17,094 
17,151 

14,929 
21,275 
35,949 
46,742 
52,630 
66,816 
47,534 
35,647 
16,644 
8,160 

16,968 
9.871 


i 


[82] 


'*'      ^ 


TONNAGE  OF  VESSELS  THAT  ENTERED  AND  CLEARED  AT  SEAPORTS  OF  UNITED  STATES 

IN  FOREIGN  TRADE 


Fiscal  Yean 

New  York  State 

Entered 

Cleared 

1891 

Net  Tons 
170.849 

Net  Tons 
168,894 

1821. 


1821. 


ii 


Port  of  New  York 


18S0 
1841. 
1860 
I860 
1870, 
1880 

1881. 
1882 
1888 
1884 


805,181 
547.694 
1.145.881 
1,978,812 
8,093.186 
7,611,282 

7,506.522 
7,860,848 
6,448.887 
5,658,871 


243.155 

405,088 

982,478 

1,678,905 

2.971,924 

7.428.802 

7,518,808 
7,268.174 
6,827.690 
5,428,958 


Massachusetts 


159,774 


180.261 


Port  of  Boston 


1880. 

1841 

1860 

1860 

1870 

1880 

1881 

1882 
1883 
1884 


118,288 
291,828 
478,859 
718,587 
798,927 
1.347,447 

1,566,926 
1,416,281 
1.844,515 
1,186.871 


98.408 
284.848 
437.760 
633.467 
570,288 
1.235,752 

1,515.958 
1,805,172 
1,168,136 
1,031,662 


Pennsylvania 


74.841 


73,077 


Port  of  Philadelphia 


1830 
1841. 
1860. 
1860 
1870, 
1880 

1881, 
1882 
1888 
1884, 


77.016 

39,070 

182,370 

182.162 

800,006 

1.391.812 

1,076.085 

1,065.961 

857.292 

776,927 


67.829 

88,523 

111.618 

135,037 

282.639 

1.240,364 

1,004,557 
969.163 
791.367 
660.388 


Fiscal  Years 

Maryland 

Bntered 

Cleared 

1821 

Net  Tons 
72,993 

Net  Tons 
66,364 

Port  of  Baltimore 


1841 

1850 

1860 

1870 

1880 

1881.... 

1882 

1883 

1884 


61,121 

89,748 

99,588 

186,417 

272,290 

1,502,713 

1,865,865 
852,575 
898,774 
627.344 


58,252 

87,186 

126,819 

174,000 

246,569 

1,491,060 

1,350,446 
802,827 
930,452 
676,516 


Mississippi-Lonisiana 


1841. 


264,637 


817,565 


Port  of  New  Orleans 


1850, 
1860 
1870, 
1880, 

1881, 
1882, 
1883, 
1884 


349,949 
632,398 

458,447 
760,910 

963,835 
620,072 
734,791 
684,231 


869,937 
894,353 
561,458 
858,765 

183,349 
661,498 
765,934 
688,860 


Port  of  Galveston 


1850. 
1860. 
1870. 
1880. 

1881. 
1882. 
1888. 

1884. 


2,987 

32,263 

31,565 

117.972 

215.311 
141,743 
153,614 
124,094 


2,924 
47,755 
52,701 
99,007 

183.849 
115,579 
166,459 
184,981 


Total 


1821 

1880 

1840 

1850 

1860 

1870 

1880 

1881 

1882 

1888 

1884 


846.624 
1,099,127 
2.289,809 
3,748,639 
5.000,194 
6,270.189 
15,251,329 

15,680,541 
14,656,499 
13,860,857 
12,085,156 


888.020 
1,105,196 
2,353,495 
4,361,002 
5,257,336 
6,361,628 
15,295,697 

15,793,997 
14,846,468 
13,565,022 
12,205,719 


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[85] 


I 


SHIPBUILDING   IN   THE   UNITED   STATES 

Statement  exhibiting  the  Class,  Number  and  Gross  Tonnage  of  the  Vessels  that  were  built 
in  the  United  States  during  the  fiscal  year,  ending  June  30,  1912. 

1911-1912. 

Class  op  Vessels. 


Schooners 

Sloops. 

River  Steamers,  Side  Wheel. . 
River  Steamers.  Stem  WheeL. 

River  Steamers,  Screw 

Lake  Steamers.  Screw 

Ocean  Steamers,  Screw 

Canal  Boats 

Barges 


Number. 

60 
86 

8 

150 

868 

8 

17 

27 

332 


Tonnage. 

20,803 

418 

3,719 

5,930 

50,988 

36.910 

55,946 

2,978 

54,977 


Total  United  States. 


1,505 


232,669 


Statement  exhibiting  the  Class,  Number  and  Gross  Tonnage  of  Steel  Vessels  built  in  the 
United  States  during  the  fiscal  year  ending  June  30,  1912. 


Ports. 

^ ew  jL orK ,M.  x«..«*..«**.«4<.v 

Boston,  Mass 

Albahy.N.Y 

Philadelphia,  Pa 

Wilmington,  Del 

Baltimore.  Md ... 

Newport  News,  Va 

New  Orleans.  La 

Memphis.  Tenn.... 

St.  Louis,  Mo 

Dubuque,  Iowa -. 

Wheeling.  W.  Va. 

Pittsburgh,  Pa 

Buffalo.  N.Y , 

Erie.  Pa 

Cleveland,  Ohio 

Toledo,  Ohio 

Detroit.  Mich 

Orand  Haven,  Mich 

Kilwaukee,  Wis 

San  Francisco.  Cal 

Port  Townsend,  Wash 


Total  United  States. . . . 

SHIPBUILDING 


Sail. 


Steam. 


Barges. 


Total. 


2Vo. 

"             s 

Tons. 

No. 

Tons. 

No. 

Tons. 

No. 

2'ons. 

•  • 

•  •  •  • 

8 

1,891 

•  • 

•  •  •  • 

8 

1.891 

•  • 

•  •  •  • 

3 

5,698 

•  • 

•  •  •  • 

3 

5,698 

•  • 

•  •  •  • 

2 

1,044 

•  • 

•  •  •  • 

2 

1,044 

3 

2.040 

5 

4,^5 

7 

3,748 

16 

10,733 

•  • 

•  •  •  •. 

4 

5,221 

•  • 

•  •  •  • 

4 

5.221 

•  • 

■  •  •  • 

5 

11,914 

3 

2,222 

8 

14,136 

•  •• 

•  •  •  • 

4 

10.169 

•  • 

•  •  •  • 

4 

10,169 

•  • 

•  •  •  • 

1 

11 

•  • 

•  •  •'• 

1 

11 

3 

276 

•  • 

•  •  •  • 

3 

276 

•  •« 

•  •  •  • 

2 

16 

•  • 

•  •  •  • 

2 

16 

•  • 

V    •   •    •    ' 

1 

82 

•  • 

•  •  •  • 

1 

82 

•  • 

•  •  •  • 

1 

8 

•  • 

•  •  •  • 

1 

8 

•  • 

•  •  9  » 

•  • 

•  •  • 

3 

697 

3 

597 

•  • 

•  •  •  • 

2 

371 

2 

436 

4 

807 

•  • 

•  •  •  «  ■ 

1 

37 

•  • 

•  •  •  • 

1 

37 

2 

4.057 

U 

22,096 

3 

3,600 

16 

29.753 

•  • 

•  •  •  • 

2 

3,345 

•  • 

,•  •  •  • 

2 

3,345 

•  • 

•  •  •  • 

13 

48,298 

•  • 

•  •  •  • 

13 

48,298 

*  • 

•  •  •  • 

1 

98 

•  • 

1 

98 

.•  • 

•  •  •  • 

2 

968 

•  » 

•  •  •  • 

2 

968 

•  • 

•  •  •  • 

2 

1,567 

•  * 

^•,«>.»' 

2 

1,667 

.•  • 

'•  •  •  » 

8 
81 

1,126 
119,181 

18 

8 
104 

1,126 

5 

6.097 

10.603 

135.881 

G   IN 

THE 

STATE 

OF   NEW   YORK 

Statement  exhibiting  the  Class,  Number  and  Gross  Tonnage  of  the  Vessels  that  were  built 
in  the  State  of  New  York  during  the  fiscal  year  ending  June  30,  1912. 

Class  of  Vessels. 


Sailing 
Vessels. 


Steam 
Vessels. 


Canal 
Boats. 


Barges. 


Total. 


New  York  — 

Albany 

Patchogue.... 
Cold  Spring.. 
Greenport. . . . 
Champlaln... 
Oswegatchie.. 
Cape  Vincent. 
Buffalo  Creek. 


No. 
1 


Tons.  No. 
11     37 

•  •  •  •  ^ 

•  •  •  •  v 
••  •  •  •                ^ 

•  •  •  •         3 

« •  •  •         ^ 

•  •  •  •         X 

•  •  •  •  X 

4 

•  •  •  •  ^ 


Tons.  No. 


3,152 

1.044 

127 

31 

77 

39 

50 

13 

535 


Total  State  Of  N.Y. 


11    61        5,077 


14 

8 

5 

27 


Tons.  No. 

.  .  .  m  OX 

1,504       1 


Tons.  No. 
10,236     69 


175 


972 


502 


1 

6 


23 
1,488 


17 
9 
2 
3 

10 
1 
2 

16 


Tons. 

13.399 

2,723 

127 

31 

77 

1.011 

69 

36 

2,525 


2,978     39        11.922    128       19.988 


[86] 


-  l  rf-- 


V 


i 


I 


VALUE  OF  IMPORTS  AND  EXPORTS,  STATE  OF  NEW  YORK,  BY  PORTS— 1898  AND  1913 


Porta 


For  the  Year  1898 
Imports  Exports 


For  the  Year  1918 
Imports  Bxports 


New  York $402,281,050 

Sag  Harbor 6,752 

Buffalo  Creek 3,631,815 

Cape  Vincent 188,053 

Champlain 2,803,573 

Dunkirk 4,709 

Genesee 544,094 

Niagara 1,753,082 

Oswegatchie 5,127,309 

Oswego • 588,858 

Albany 89,678 

Syracuse 119,321 

ToUl $417,138,294 

Exclusive  of  New  York $14,857,244 


$445,515,794    $1,048,290,629 
2,709 


7,339,127 

264,807 

6,101,430 

832,128 
7,232,247 

4,894,891 
1,798,270 


14,408,594 

224,313 

11,098,563 

14,044 

2,186,130 

5,996,124 

21,074,499 

1,322,934 

2,378,566 

312,440 


$917,935,988 

66,706,609 

223.954 

29,771,183 

2,925,069 

36,396,970 

6,869,197 

3,945,198 


$473,978,694    $1,107,309,543  $1,064,773,171 
$29,462,900  $59,018,914      $146,837,183 


Port  of  New  York 

State,  Exclusive  of  Port  of  New  York  •  • 

Total   Imports   and    Exports — Port    of 
New  York 

Total  Imports  and   Exports — Exclusive 
of  Port  of  New  York 

Total  Imports  and  Exports  State  of  New 
York,  inclusive  of  Port  of  New  York 


65.30 
2.4 


PERCENTAGE    OF    UNITED    STATES 

36.18  57.82 

2.4  3.25 


37.22 
5.9 


45.83 

2.4 

48.23 


45.94 
4.8 

50.7 


TOTAI<  VAI,UE  OF 
For  the  Year  1896  For  the  Year  1913 

Imports  Exports  Imports  Exports 

United  States $616,049,654      $1,231,482,330      $1,812,978,234      $2,465,884,149 

Total  Imports  and  Exports  Total  Imports  and  Exports 

United  States $1,847,531,984  $4,278,862,383 

Port  of  New  York 847, 796,844  1,966,229,617 

State  of  New  York,  exclusive  of 

the  Port  of  New  York 44,320,144  205,856,097 

(Compiled  from  data  published  by  the  Bureau  of  Foreign  and  Domestic  Commerce,  United  States 

Department  of  Commerce.) 


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: 


! 

I 


TOTAL  VALUE  OF  ALL  THE  ARTICLES  MOVED  ON  THE  CANALS  OF  NEW  YORK  STATE 


Year 

Product  of  the 
Forest 

Agriculture 

Manufactures 

Merchandise 

Other  Articles 

Total 

1837 

$6,146,716 

$16,201,331 

$6,390,486 

$23,935,990 

$3,134,766 

$55,806,288 

1840 

4,609,035 

19,644,481 

4,719,054 

35,636,943 

2,694,379 

66,303,892 

1850 

15,117,661 

46,152,958 

7,933,108 

81,531,320 

6,059,003 

156,397,929 

1860 

10,654,710 

55,838,977 

8,113,177 

84,252.425 

11,989,909 

170,849,198 

1868* 

24,039,591 

76,383,656 

17,298,574 

131,786,764 

55,793,344 

305,301,920 

1870 

22,266,184 

49,231,912 

10,777,897 

94,852,911 

54,707,269 

231,836,176 

1880 

14,351,622 

68,994,219 

14,236,227 

109,870,264 

40,392,459 

247,844,790 

1890 

21,888,280 

32,680,782 

1,879,276 

73,838,260 

15,464,488 

145,617,086 

1900 

9,161,366 

11,051,632 

2,073,468 

42,819,110 

19,018,196 

84,123,772 

1901 

10,697,001 

15,036,822 

1,773,198 

37,467,681 

18,504,178 

83,478,880 

1902 

9,546,375 

15,546,609 

1,687,462 

34,857,640 

20,070,367 

81,708,453 

1903 

9,726.311 

15,812,570 

1,835,315 

34,613,801 

15,725,328 

77,713,325 

1904 

9,255,116 

13,791,790 

1,515,628 

27,205,160 

14,614,123 

66,381,817 

1905 

11,640,382 

13,875,972 

1,589,118 

19,292,625 

11,520,489 

57,918,586 

1906 

12,639,416 

17,743,782 

1,903,347 

23,531,901 

10,682,971 

66,501,417 

1907 

11,032,348 

22,069,011 

1,146,417 

19,957,084 

9,699,110 

63,903,970 

1908 

7,905,428 

15,641,072 

1,403,612 

19,415,235 

10,146,162 

54,511,509 

1909 

9,027,781 

13,902,062 

2,665,622 

22,405,574 

11,080,533 

59,081,572 

1910 

9,373,099 

15,068,375 

2,161,199 

25,132,370 

7,307,135 

59,042,178 

1911 

9,471,169 

12,874,402 

1,806,938 

17,044,496 

8,380,624 

49,577,629 

1912 

8,917,887 

6,491,416 

1,599,552 

15,007,394 

6,428,368 

38,444,617 

*Year  of  greatest  value  of  articles  carried  on  canals. 


! 


THE     TONS     OF     TOTAL     MOVEMENT    OF    ARTICLES     ON    ALL    THE    CANALS     OF 
NEW  YORK  STATE  IN  TEN-YEAR  PERIODS,  1840  TO  1900,  AND  YEARLY  THEREAFTER 


Year 

Product  of  the 
Forest 

Agriculture 

Manufactures 

Merchandise 

Other  Articles 

Total 

1837 

618,741 

208,043 

81,735 

94,777 

168,000 

1,171,296 

1840 

587,647 

393,780 

100,367 

112,021 

222,231 

1,416,046 

1850 

1,261,991 

965,619 

200,218 

269,371 

379,419 

3,076,617 

1860 

1,509,977 

1,682,754 

268,759 

250,360 

938,364 

4,650,214 

1870 

1,916,511 

1,309,153 

352,497 

271,856 

2,323,752 

6,173,769 

1872* 

1,950,798 

1,683,868 

325,564 

298,758 

2,414,288 

6,673,370 

1880 

1,566,764 

2,408,358 

278,114 

355,165 

1,849,255 

6,457,656 

1890 

1,397,862 

1,201,916 

139,310 

769,672 

1,737,342 

5,246,102 

1900 

726,984 

511,518 

142,784 

250,436 

1,714,219 

3,345,941 

1901 
1902 
1903 
1904 
1905 
1906 
1907 
1908 
1909 
1910 

839,191 
805,067 
690,161 
738,793 
851,098 
854,610 
747,736 
565,443 
647,739 
654,094 

558,135 
572,676 
597,047 
427,969 
436,979 
648,715 
606,159 
449,846 
447,217 
492,536 

129,857 
131,755 
130,406 
129,665 
132,438 
170,584 
96,916 
106,371 
163,871 
145,419 

230,615 
207,972 
241,564 
200,472 
172,665 
202,285 
169,258 
166,061 
194,273 
215,446 

1,662,815 
1,557,140 
1,956,207 
1,641,648 
1,633,716 
1,664,713 
1,787,845 
1,763,156 
1,663,436 
1,565,917 

3,420,613 
3,274,610 
3,615,385 
3,138,547 
3,226,896 
3,540,907 
3,407,914 
3,051,877 
3,116,536 
3,073,412 

1911 
1912 

656,500 
584,964 

355,301 
196,014 

137,463 
119,512 

166,419 
152,982 

1,781,385 
1,552,644 

3,097,068 
2,606,116 

*Year  of  largest  tonnage  carried  on  canals. 


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WATERBORNE  TRAFFIC  OF  STATE  OF  NEW  YORK 

The  United  States  Army  Engineers,  in  charge  of  River  and  Harbor 
improvements  at  ports  located  in  the  State  of  New  York,  make  reports  of  the 
tonnage  of  freight  waterborne  at  the  places  where  improvements  are  now  under 
way.  This,  of  course,  covers  only  a  part  of  the  ports  in  the  State  of  New  York, 
there  being  many  ports  in  which  no  improvements  are  under  way,  and  which  are 
not,  therefore,  covered  in  these  reports.  The  reports  of  the  several  United  States 
Engineers,  as  to  the  tonnage  carried  by  water  in  the  places  now  under  improvement, 
give  the  following  for  the  year  1913: 

SHORT    TONS   OF   MERCHANDISE   TRANSPORTED    BY    WATER    AT    PORTS    IN    THE 

STATE  OF  NEW  YORK  NOW  UNDER  IMPROVEMENT  BY  THE  UNITED  STATES 

Port  or  Place  Short  Tons 

New  York 90,000.000 

Port  Jefferson,  Long  Island 21,591 

Mattituck   Harbor,  Long  Island 3,900 

Huntington  Harbor,  Long  Island 36,716 

Hempstead  Harbor,  Long    Island 2,701,295 

Browns  Creek,   Long  Island 10,734 

Great  South  Bay,  Long  Island 185,860 

Port  Chester  Harbor 255,141 

Mamaroneck   Harbor 64,371 

New  Rochelle  Harbor  (Echo  Bay)  • .    532,003 

Plattsburg    Harbor 26,481 

Narrows,    Lake    Champlain 548,700 

Hudson   River 3,045,136 

Saugerties    Harbor 81,624 

Peekskill   Harbor 290,505 

Rondout  Harbor 618,146 

Wappingers   Creek 46,235 

Tarrytown    Harbor 176,243 

Dunkirk  Harbor 6,995 

Buffalo   Harbor 16,695,738 

Tonawanda  Harbor 1 ,210, 390 

Charlotte   Harbor 1,129,968 

Great  Sodus   Bay 56,874 

Little  Sodus  Bay 185,187 

Oswego  Harbor 644,912 

Cape   Vincent    Harbor 6,737 

Ogdensburg  Harbor 195,321 

Total 118,676,803 

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NUMBER  AND  TONNAGE   OF   VESSELS    ENGAGED    IN    THE    FOREIGN    TRADE 

OF  THE  UNITED  STATES 

Statement  exhibiting  the  number  of  American  and  Foreign  Vessels,  Sail  and  Steam,  with  their  Ton- 
nage, which  ENTERED  the  Port  of  New  York,  and  the  Countries  from  which  they  Arrived,  during  the 
fiscal  year  ending  June  30,  1912. 


AMERICAN    AND    FOREIGN    STEAM    VESSELS 


Entered  the 
Port  of  New  York  from 


American 
Vessels. 


Foreign' 
Vessels. 


Total. 


78      304,105 


87      292,225 


Number.    Tons. 

Argentina ..  

Austria-Hungary .... 

Belgium 11       87.197 

Brazil 

Central  American  States : 

Costa  Rica  on  the  Caribbean  Sea. .         . .  

Guatemala  on  the  Caribbean  Sea. .         . .  

Honduras  on  the  Caribbean  Sea. . .         . .  

Panama  on  the  Caribbean  Sea 

Chile 

China 

Colombia  on  the  Caribbean  Sea 

Ci^ba 

Denmark  and  Dependencies : 

Denmark .... 

Danish  West  Indies 

France  and  Dependencies : 

France  on  the  Atlantic 1         5,893 

France  on  the  Mediterranean 

French  Guiana < 

French  Africa 

Germany 

German  Africa 

Great  Britain  and  Dependencies : 
United  Kingdom : 

England 

Scotland ..  .... 

Ireland .... 

Malta,  Gozo,  etc 

Bermuda 1  519 

Dominion  of  Canada : 

Nova  Scotia,  New  Brunswick, 

etc 29         8,761 

Quebec,  Ontario,  etc 4         2,131 

Newfoundland  and  Labrador .... 

British  West  Indies — 

Barbadoes .... 

Jamaica ..  .... 

Trinidad  and  Tobago .... 

OtherBritish 5        14,135 

British  Guiana .... 

British  Honduras 

[96] 


Number. 

70 
80 

99 
148 

32 
1 
8 

17 

10 
1 

70 
382 


37      181,563 


36 
5 

137 

30 

2 

7 

232 
1 


420 

68 

3 

1 

123 


65 
12 
42 

6 

185 

20 

28 

74 

6 


Tons. 

232,680 
394,307 
561,005 
416.272 

97,330 

781 

8.727 

46.073 

39,225 

4.849 

209,890 

640,213 

183,961 
22,935 

566.752 

121.887 

3,827 

18,092 

1.699,116 

3,413 


2.714,278 

295,967 

8,954 

2.154 

449,163 


68,595 
14,195 
78.200 

13,569 

201,378 

37,081 

74.715 

152,343 

9.510 


Number. 

70 

80 
110 
148 

32 
1 

8 
95 
10 

1 

70 
469 


36 
6 

138 

30 

2 

7 

232 
1 


457 

68 

3 

1 

124 


94 
16 
42 

6 

185 

20 

33 

74 

6 


Tons. 

232.680 
394.307 
648,202 
416,272 

97,330 

781 

8,727 

350,178- 

39,225 

4,849 

209.890 

932,438 

183.961 
22,935 


672,645 

121.887 

3,827 

18,092 

1,699,116 

3,413 


2;895.§41 

295,967 

8,954 

2,154 

449,682 


77,356 
16,326 
78,200 

13,669 
201,378 

37,081 

88.8W 
152,313 

9.010 


Entered  the 
Port  of  New  York  from 


American 

Vessels  . 


Foreign 

Vessels. 


Total. 


^"^  r**, 


Number 

British  East  Indies : 

British  India. 

Straits  Settlements 

British  Africa— South 

—West 

British  Oceania 

Australia  and  Tasmania 

Greece 

Haiti 

Italy 

Japan 

Mexico  on  the  Gulf. 

Netherlands  and  Dependencies : 

Netherlands 

Dutch  West  Indies 

Dutch  Guiana 

Dutch  East  Indies 

Norway • • 

Peru 

Philippine  Islands — 

Portugal  and  Dependencies  : 

Portugal 

Azores  and  Madeira  Islands. 

Portugese  Africa 

Roumania. 

Russia  on  the  Baltic  and  White  Seas 

Santo  Domingo 29 

Spain  and  Dependencies : 

Spain  on  the  Atlantic « *• 

Spain  on  the  Mediterranean 

Canary  Islands 

Sweden , •  •  • 

Turkey  In  Europe 

Turkey  in  Asia 

Turkey  In  Africa— Egypt 

Uruguay 

Venezuela •. 


Tons.    Number.    Tons. 


Number.    Tons. 


96      834,564 


59.924 


8        11,848 


9 
1 
1 
1 

1 

28 
49 

175 
12 
73 

151 

r 

IS 
13 

5 
12 

20 

6 
4 

8 
1 

27 
38 

41 

IS 

4 

3 
I 
4 

10 
2 

4 


27,101 
3.354 
1,775 
2.215 

4.435 

83,483 

118,662 

842,278 

43.042 

152,257 

772,604 
2,957 
26,364 
41.438 
13,754 
20.154 
73,228 

14,278 

9,338 

6,295 

3,176 

95,572 

28,849 

95.201 

34,820 

8.500 

4,851 

8,893 

11.170 

68.536 

8,041 

5,258 


9 
1 
1 
1 

1 

23 
49 

175 
12 

169 

151 
1 
13 
13 
5 
12 
20 

6 
4 
3 
1 

27 
67 

41 

13 
4 
3 
1 
4 

10 
2 

12 


27.101 
8,354 
1,775 
2.245 

4,435 

83,483 

118.662 

842,278 

43,042 

486,821 

772,604 
2,957 
26,364 
41,438 
13,754 
20,154 
73,228 

14,278 

9,338 

6.29S 

3.176 

95.572 

88.773 

95,201 

34.820 

8.500 

4,851 

8.893 

11,170 

68,536 

8.041 

17,106 


Total  Port  of  New  York..... 886   1,302.865    3,143    12,023,346    3,529^    13.326.211 

Total  all  other  Ports  of  the  United 
States 11.538   8,749.739  14,694    21,693,997  26,132    30,443,736 


Total  United  States , 11.92410,052,604  17,737    33,717,343  29.661    43,769.947 


[97] 


AMERICAN  AND  FOREIGN  SAILING  VESSELS. 

AMERICAN  Foreign 

Entered  the                        Vessels.  Vessels. 

Port  of  New  York  from       . • .  ,. • » 

Number.   Tons,    Number.  Tons. 

Argentina ....  6  8,064 

Brazil ....  3  4,132 

Central  American  States : 

Honduras  on  the  Caribbean  Sea. . .          1           102  2  467 

Panama  on  the  Caribbean  Sea ....  10  2,089 

Colombia  on  the  Caribbean  Sea ....  6  1 ,384 

Cuba 1           507  3  1,560 

France  and  Dependencies : 

France  on  the  Atlantic 12  24,169 

France  on  the  Mediterranean 5  8,445 

Great  Britain  and  Dependencies : 
United  Kingdom : 

England 12  68.105 

Dominion  of  Canada : 

Nova  Scotia,  New  Brunswick. 

etc 119       64,063  264  127.825 

Quebec.  Ontario,  etc 4        5,108  6  1,298 

British  West  Indies— 

Barbadoes 2  2,457 

Jamaica ....  2  706 

Trinidad  and  Tobago 3        2,431  1  986 

Other  British 2        1.939  1  175 

British  Honduras 2  666 

Hong  Kong l  2,969 

British  South  Africa l  2,890 

Japan 1  2,492 

Mexico  on  the  Gulf 1        5,935  ..  .... 

Netherlands  and  Dependencies  : 

Dutch  East  Indies ....  5  2.803 

SantoDomlngo ....  1  249 

Spain  on  the  Atlantic 2  1.212 

Uruguay ....  3  4,336 

Total  Port  of  New  York 131       78,085  351  269.469 

Total  all  other  Ports  of  the  United 

States 4.194   1.126.409  2.689  914.161 

ToUl  United  States 4.325  1.201,494  3.040  1,183,630 


Total. 


Number. 

Tons. 

6 

8.064 

3 

4,132 

3 

569 

10 

2,089 

6 

1,384 

4 

2,057 

12 

24.169 

5 

M4& 

12 


68,105 


383 

191,888 

10 

6.406 

2 

2,457 

2 

706 

4 

8,417 

3 

2.114 

2 

666 

1 

2,989 

1 

2,890 

1 

2.492 

1 

3.936 

5 

2,803 

1 

249 

2 

1.212 

3 

•    4.336 

482 

347.564 

6,883 

2,040.570 

7.366 

2,388.124 

AMERICAN  AND  FOREIGN  STEAM  VESSELS. 


It-  '-%• 


[98] 


Cleared  from  the  Port  of 
New  York  for 


American 
Vessels. 

/ * > 

Number.    Tons. 


Foreign 

Vessels. 


Total. 


Argentina 

Austria-Hungary 

Belgium 

Brazil • 

Central  American  States : 

Costa  Rica  on  the  Caribbean  Sea. . 

Guatemala  on  the  Caribbean  Sea. . 

Honduras  on  the  Caribbean  Sea.. . 

Panama  on  the  Caribbean  Sea 

Chile 

China 

Colombia  on  the  Caribbean  Sea 

Cuba 

Denmark  and  Dependencies : 

Denmark 

Danish  West  Indies 

France  and  Dependencies : 

France  on  the  Atlantic 

France  on  the  Mediterranean 

Miquelon,  Langley ,  etc 

French  West  Indies 

French  Africa 

Germany 

German  China 

Great  Britain  and  Dependencies : 
United  Kingdom : 

England 

Scotland 

Ireland 

Malta,  Gozo.  etc 

Bermuda 

British  Honduras 

Dominion  of  Canada : 

Nova  Scotia,  New  Brunswick, 

etc 

Quebec,  Ontario,  etc 

British  Columbia 

Newfoundland  and  Labrador 

British  West  Indies— 

;  Barbadoes 

Jamaica 

Trinidad  and  Tobago 

Other  British 

British  Guiana.. 

British  East  Indies : 

British  India 

Straits  Settlements 

Hong  Kong 

British  Oceania : 

Australia  and  Tasmania 

New  Zealand 

British  South  Africa 

Greece  


12       94,926 


82      317,814 


88      298,893 


Number. 

103 
42 

82 
128 


14 

6 

5 

70 

24 

25 

55 

212 


Tons.    Nwmber 


37      192,248 


33 
1 


13,918 
418 


24        70.543 


19 
9 

153 
41 
1 
8 
6 
184 
2 


345 

45 

5 

1 

122 
2 


101 

6 

5 

20 

3 
243 

25 

28 

8 

40 

2 

15 

35 
11 
29 
23 


327,914 
209,277 
506.289 
367,236 

35,595 

5,330 

4,264 

199,026 

87.078 

88.699 

168,358 

379,038 

70,427 
19,539 

613,480 

143.811 

3.961 

9,312 

21,478 

1,473,269 

6,368 


2,424,223 

228,564 

15,600 

2,564 

440,357 

1,978 


134,714 

9,037 

16,650 

34,983 

7,395 

354,487 

58,432 

65,296 

16.081 

148.504 

8,205 

63.352 

146,191 
49,397 

109,442 
81.678 


103 
42 
94 

128 

14 

6 

5 

152 

24 

25 

55 

300 

19 
9 

153 
41 
1 
8 
6 
184 
2 


382 

45 

5 

1 

122 

2 


134 

7 

5 

20 

3 

243 

25 

52 

8 

40 

2 

15 

35 
11 
29 
23 


Tons. 

327-,914 
209,277 
601,215 
367,236 

35,595 

5.330 

4.264 

516,840 

87,078 

88,699 

168,358 

677.931 

70,427 
19,539 

613,480 

143,811 

3.961 

9,312 

21,478 

1,473,269 

6.368 


2,616,471 

228.564 

15,600 

2.564 

440,357 

1.978 


148,632 

9,455 

16,650 

34,983 

7,395 
354,487 

58,432 
125,839 

16,081 

148,504 

8,205 

63,352 

146,191 
49,397 

109.442 
81.678 


[99] 


Cliaked  pbom  the  Port  op 
New  Yoi^k  for 


American 

Vessei^. 


Foreign 

Vessels. 


Total. 


123      442.901 


Number.    Tons. 

Haiti 

Italy 

Japan 

Japanese  China 

Korea 

Mexico  on  the  Gulf 

Netherlands  and  Dependencies : 

Netherlands 

Dutch  Guiana 

Dutch  West  Indies 

Dutch  East  Indies 

Norway 

Persia 

Peru 

Philippine  Islands 

Portugal  and  Dependencies : 

Portugal 

-    Azores  and  Madeira  Islands 

Portuguese  Africa 

Russia  on  the  Baltic  and  White  Seas- . 

Santo  Domingo 

Spain  and  Dependencies  : 

Spain  on  the  Atlantic 

Spain  on  the  Mediterranean 

Canary  Islands 

Sweden 1 

Turkey  in  Europe 

Turkey  in  Asia 

Turkey  in  Africa— Egypt 

Tripoli 

Venezuela 13 


Number. 

73 

166 

18 


•  •  •  • 


31        63.876 


7,927 


19,672 


2 
1 

46 

133 

31 

1 

11 

27 

1 

6 

24 

5 
2 
1 

23 
30 

6 
17 
4 
6 
3 
3 
1 
1 
2 


Tons. 

146.591 

902,082 

69,719 

6.597 

3,016 

90.009 

742,162 

63,671 

2,028 

38.587 

136,098 

2.724 

9,447 

91.888 

9.213 

23.787 

707 

73,487 

21.521 

13.633 

45,090 

13.178 

12.863 

4,734 

5,774 

1,316 

4,435 

1.264 


Number. 

73 

166 

18 

2 

1 

169 

133 
31 

1 

11 
27 

1 

6 
24 

5 
2 
1 

23 
61 

6 
17 

7 
3 
3 
1 
1 
15 


Tons, 

146,591 

902,082 

69,719 

6.597 

3.016 

532,910 

742,162 

63,671 

2,028 

38.587 

136.098 

2.724 

9.447 

91.888 

9.213 

23.787 

707 

73.487 

86.397 

18,633 

45,090 

18.178 

20,280 

4.734 

6.774 

1.316 

4,435 

20,936 


Total  Port  of  New  York 445   1.523.136     2,947     11.681,990    3,392     13.205.126 

Total  all  other  Ports  of  the  United 
States....' 11.102   8.925.617   14,746    21.809,724  25,848     80,735.341 


Total  United  States 11,547  10,448,753   17.693     33.491,714  29.240     43.940.467 


[loo] 


4 


"^t^"^' 


-1  9 


r 


NUMBER  AND  TONNAGE  OF  VESSELS  ENGAGED  IN  THE  FOREIGN  TRADE 

OF  THE  UNITED  STATES.— Continued. 

Statement  exhibiting  the  number  of  American  and  Foreign  Vessels,  Sail  and  Steam, 
with  their  Tonnage,  which  Departed  from  the  Port  of  New  York  and  the  Countries  for 
which  they  Cleared,  during  the  fiscal  year  ending  June  30,   1912. 

American  and  Foreign  Sailing  Vessels, 

American  Foreign 

Cleared  from  the  Port  op             Vessem.                Vessels.  Total, 

New  York  for  / *»  »   , • »  *      ■        » 

Number.   Tout.    Number.   Tons.    Number.    Tons, 

Argentina 2        2,312          6           7,699  8  10,011 

Brazil 8            1,724  8  1,724 

Central  American  States : 

Honduras  on  the  Caribbean  Sea...          1           102        ..             ....  1  102 

Panama  on  the  Caribbean  Sea 1            564          7           1,433  8  1,997 

Colombia  on  the  Caribbean  Sea ....          2             350  2  .350 

CUba ,          4        1,585        ..             ....  4  1,585 

Dcmark  and  Dependencies : 

Denmark. ..          ....          2           1,630  2  1,680 

Iceland  and  Faroe  Islands ..          ....         1             589  1  689 

France  and  Dependencies : 

France  on  the  Atlantic v...          3            7,254  3  7,254 

France  on  the  Mediterranean ....          4           6,756  4  6,756 

French  Guiana • 1           664         .3              904  4  1,468 

Great  Britain  and  Dependencies ; 
United  Kingdom : 

England -.          ....         10          62,746  10  62,746 

Dominion  of  Canada : 

Nova  Scotia.  New  Brunswick, 

etc 60       48,722       249         132,124  309  180,846 

Quebec.  Ontario,  etc ..          ....          1               M  1  16 

Newfoundland  and  Labrador..  .. ,          1           643          1               96  2  739 

British  West  Indies 1           894         1              364  2  758 

Hong  Kong ,          .<           ^...           1            2,890  1  2.890 

British  Oceania : 

Australia  and  Tasmania ....         14          28,733  14  28,738 

New  Zealand ....          1            1,700  1  1.700 

Haiti 1           889        •.             ....  1  336 

Japan ....           8            7.785  3  7.785 

Mexico  on  the  Gulf 3         9,016          1            1.689  4  10.705 

Netherlands  and  Dependencies ; 

Dutch  West  Indies 1.          116        ..             ....  1  116 

Dutch  East  Indies ....          1              613  1  613 

Portugal  and  Dependencies : 

Azores  and  Maderia  Islands 1           8^        ».             ....  1  826 

Spain  and  Dependencies : 

Spain  on  the  Atlantic ,  ••»»..         4^           3 ,805  4  3,805 

Canary  Islands ..           ....          1              469  1  469 

Uruguay ....          7           7,397  7  7,397 

Venezuela 1           667        ..             l  567 

Total  Port  of  New  York 78       65,246       S2&        278,766  404  844.012 

Total  all  other  Ports  of  the  United 

States .•. 4.301   1,189,468    2,789         942,965  7,090      2,132.438 

Total  United  States 4,379   1,254,714     8,115     1,221.781  7.494      2.476,445 

[lOl] 


r    .      f 


I 


i 


1 


' 


NUMBER  AND  TONNAGE  OF  VESSELS  OWNED  IN  THE  CITY  OF 

NEW   YORK. 

Statefneni  exhibiting  the  Number  and  Gross  Tottnage  of  Sailing  Vessels,  Steam  Vessels,  Canal  Boats,  and 
Barges  hailing  from  the  City  of  New  York  on  the  30th  day  offline,  191 2, 

Class  of  Vessels 


Sailing  Vessels 

Steam  Vessels    

Canal  Boats   

Barges 

Total  City  of  New  York 

Total  of  all  other  Cities  of  the  State  of  New 
York    

Total  State  of  New  York 

Total  of  all  other  Cities  of  the  United  States . . . 

Total  United  States 


Number 

446 

1,561 

32 

1,525 

3,564 

2,010 

5,574 
20,954 

26,528 


Tonnage 

219,305 

1,008,286 

4,322 

438,498 

1,670,411 

584,906 

2,255,317 
5,458,866 

7,714,183 


Statement  exhibiting  the  Gross  Tonnage  of  Registered,  Enrolled  and  Licensed  Vessels  hailing 
Port  of  New  York,  for  the  last  twenty  years  ending  fune  30th. 


from  the 


Fiscal  Year  Ending  June  90. 


Registered 
Tons 


Enrolled  and  I<icensed 
Tons 


351,001     

383,024    

342,071    

345,216    

336,399    

285,329    

296,014    

278,645    

308,201    

398,935    

376,965    

391,677    

432,040    

408,248    

380,479    

349,288    

343,940    

336,789    

345,643    

379,728    

NoTK.-When  the  '*  City  of  New  York  "  is  designated,  the  figures  given  are  for  the  City  only;  when  the  "Port  of  New  York" 
the  figures  are  for  the  customs  district  of  New  York, 


[102] 


1893 

1894 

1895 

1896 

1897 

1898 

1899 

1900 

1901 

1902 

1903 

1904 

1905 

1906 

1907 

1908 

1909 

1910 

1911 

1912 


703,683 

674,764 

694,730 

679,480 

715,542 

731,894 

740,421 

834,344 

877,166 

948,893 

1,022,393 

1,069,017 

1,108,769 

1,162,836 

1,197,847 

1,245,198 

1,267,084 

1,313,160 

1,345,622 

1,341,520 


Totals 
Tons 

1,054,684 
1,057,788 
1,036,801 
1,024,696 
1,051,941 
1,017,223 
1,036,435 
1,112,989 
1,185,367 
1,247,828 
1,399,358 
1,460,694 
1,540,809 
1,571,084 
1,578,326 
1,594,486 
1,611,024 
1,649,949 
1,691,265 
1,721,248 
is  designated, 


r  -  *^*i». 


RATES  OF  WHARFAGE  IN  FORCE  JANUARY  1,  1913.— The  follow- 
ing are  the  rates  of  wharfage  chargeable  within  the  City  of  New  York,  as  established 

by  Act  of  the  Legislature: 

NEW  YORK  CITY. — Regular  Wharfage,  two  cents  per  ton  up  to  two  hundred  tons,  and  one-half 
cent  per  ton  for  any  excess  over  two  hundred  tons.  If  vessel  occupies  an  outside  berth,  and  is  not  work- 
ing cargo  or  ballast,  one-half  of  this  rate. 

Floating  Grain  Elevators,  half  rates. 

Floating   Structures,   not  otherwise   provided   for,  double  rates. 

STATE  TRAFFIC— North  River  Barges,  Market  Boats  and  Barges,  Sloops 
employed  upon  the  rivers  and  waters  of  the  State,  and  Schooners  employed  exclu- 
sively upon  the  rivers  and  waters  of  the  State,  as  follows: 


Under   50  tons $  .50 

50  tons  and  under  100 62^ 

100      "       "        "       150 75 

150      "       "        "       200 87>4 

200      "       "        "       250 1.00 


250 


300. 


300  tons  and  under  350 $1.25 


350  "  "  "  400 1.37^ 

400  "  "  "  450 1.50 

450  "  "  "  500 1.62^ 

500  "  "  "  550 1.75 

1.12>4          550  "  "  "  600 \AlV2 

For  six  hundred  tons   and  upwards,  twelve  and  a  half  cents  per  fifty  tons  in  excess  of  last  rate. 

Canal  Boats,  per  diem,  50  cents  loaded;  30  cents  unloaded.  (It  is  understood  that  a  "canal  boat" 
is  a  vessel  built  for  navigating  the  canals  of  the  state,  measuring  not  more  than  98  feet  in  length,  nor 
more  than  18  feet  in  width,  and  whose  registered  net  tonnage  does  not  exceed  150  tons.) 

Vessels  freighting  brick  upon  the  Hudson  River,  same  rate.  Scows  or  barges  freighting  gravel, 
broken  stone,  cement  or  sand  upon  the  rivers  and  waters  of  the  state,  fifty  cents  per  day. 

Clam  and  Oyster  Vessels,  under  two  hundred  tons,  one  and  a  half  cents  per  ton  for  an  inside  berth 
and  one  cent  per  ton  for  an  outside  berth,  but  no  vessel  to  pay  less  than  twenty-five  cents  per  day,  nor  for 

less  than  one  day.  ' 

Lighters  and  Barges  engaged  in  lightering  freight  in  Harbor  of  New  York,  one  cent  per  runnmg 

foot. 

Coal  Hoists  on  Scows  or  Floats,  with  Coal  Hopper,  etc.,  one  dollar  per  day. 

Twenty-four  hours  from  the  time  of  day  or  night  when  a  boat  reaches  a  pier  or  slip  constitute  a 
day  for  all  vessels.  A  fraction  of  a  day  counts  as  one  day,  and  vessels  remaining  any  fraction  over 
twenty-four  hours  pay  for  another  day. 

Top  Wharfage  on  merchandise,  five  cents  per  ton. 

(Accrues  after  the  expiration  of  twenty-four  hours  from  the  time  of  landing.) 

THE  PORT  OF  NEW  YORK.— The  Collection  District  of  the  City  of  New 
York,  as  defined  by  Section  2535  Revised  Statutes: 

"The  District  of  the  City  of  New  York;  to  comprise  all  the  waters  and  shores  of  the  State  of  New 
York,  and  of  the  Counties  of  Hudson  and  Bergen  in  the  State  of  New  Jersey,  not  included  in  other  dis- 
tricts; in  which  New  York  shall  be  the  port  of  entry,  and  New  Windsor,  Newburgh,  Poughkeepsie, 
Esopus,  Kinderhook,  Albany,  Hudson,  Troy,  Rhinebeck  Landing,  Cold  Spring,  Port  Jefferson  ports  of 
delivery;  and  Jersey  City  a  port  of  entry  and  delivery  with  an  assistant  Collector  to  act  under  the  Col- 
lector at  New  York." 

The  following  is  an  interpretation  of  this  law  by  H.  C.  Stuart,  Special  Deputy 
Collector  of  Customs  at  New  York: 

"There  is  no  statute  which  defines  the  limits  or  boundaries  of  the  Port  of  New  York,  and  it  is  not 
considered  to  be  coterminus  with  the  'district  of  the  City  of  New  York.' 

"Under  the  date  of  July  20,  1910,  the  Treasury  Department  expressed  the  opinion  that  the  limits 
of  the  Port  of  New  York  so  far  as  the  Customs  laws  and  regulations  are  concerned,  'should  be  con- 
sidered as  including  all  the  territory  lying  within  the  corporate  limits  of  the  cities  of  Greater  New  York 
and  Yonkers,  N.  Y.,  and  of  Jersey  City,  N.  J.,  and  in  addition  thereto  all  the  waters  and  shores  of  the 

[103] 


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Hudson  River  and  Kill  von  Kull  in  the  State  of  New  Jersey  from  a  point  opposite  Fort  Washington  to 
Bergen  Point  Light  and  all  the  waters  and  shores  of  Newark  Bay  and  the  Hackensack  River  lying 
within  Hudson  County,  N.  J.,  from  Bergen  Point  Light  to  the  city  limits  of  Jersey  City.' 

"Patchogue  was  constituted  a  port  of  delivery  by  the  Act  of  January  29,  1875,  and  the  Act  of 
February  28,  1879,  entitled  an  act  extending  the  limits  of  the  port  of  New  York  provides  'That  the  col- 
lection district  of  the  port  of  New  York,  shall  hereafter  include,  in  addition  to  the  other  territory 
embraced  therein,  all  that  part  of  the  County  of  Hudson,  in  the  State  of  New  Jersey,  and  the  waters 
adjacent,  now  within  the  collection  district  of  Newark,  New  Jersey,  east  of  Newark  Bay  and  the  Hack- 
ensack River.'  The  act  of  May  7,  1894,  extended  the  limits  of  the  port  of  New  York  so  as  to  include 
the  City  of  Yonkers,  in  Westchester  County.  Saugerties,  Jones'  Point,  Dodge's  Yard,  Port  Eaton 
(Eaton's  Neck),  Barren  Island,  Hall's  Yard  (Hackensack  River),  Manhasset  Bay,  Rondout  and  West- 
chester, with  Port  Chester  and  New  Rochelle  added,  are  not  ports  of  delivery  in  the  sense  of  the 
statute  and  are  not  named  therein  as  such,  but  are  places  especially  designated  by  the  Secretary  of  the 
Treasury  under  the  provision  of  Section  29  of  the  Act  of  June  26,  1884,  where  vessels  laden  with  coal, 
salt,  railroad  iron,  and  other  like  articles  in  bulk,  may  proceed  to  discharge,  under  supervision  of  cus- 
toms officers,  after  due  entry  of  vessel  and  cargo  at  tliis  port  of  entry  and  at  the  expense  of  the  parties 
interested,  and  should  be  omitted   from  the   quotation  of  Section  2535  R.  S." 

THE  PORT  OF  NEW  YORK— PORT  CHARGES. 

RATES   OF   PILOTAGE. 
The  following  are  the  rates  of  pilotage  at  Sandy  Hook,  as  established  by  Act 
of  the  Legislature,  passed  April  3,  1884,  and  at  Hell  Gate  as  determined  by  other 
Laws: 

Sandy  Hook. 

From  April  1  to  November  1 


Prom  April  1  to  November  1 


Feet  and 
Inches 


Inward 


Outward 


6  . 
6.6. 

7  . 
7.6. 

8  . 
8.6 

9  . 
9.6. 

10  . 
10.6. 

11  . 
11.6. 

12  . 
12.6. 

13  . 
13.6. 

14  . 
14.6. 
16  . 
16.6. 

16  . 
16.6. 

17  . 
17.6. 

18  . 
18.6. 

19  . 
19.6. 

ao  . 
20.6. 


Rate 
$2  78 


S  38 


4  13 


Pilotage 
$16  68 

18  07 

19  46 

20  85 

22  24 

23  63 

25  02 

26  41 

27  80 

29  19 

30  58 

31  97 

33  36 

34  75 

36  14 

37  54 
47  32 

49  01 

50  70 
52  39 

54  08 

55  77 
67  46 
59  15 
74  84 
76  40 
78  47 
80  63 
82  60 
84  66 


Kate 
$2  02 


2  83 


3  08 


Pilotage 
$12  12 

13  13 

14  14 

15  15 

16  16 

17  17 

18  18 

19  19 

20  20 

21  21 

22  22 

23  23 

24  24 

25  25 

26  26 

27  27 

32  62 

33  78 

34  95 

36  11 

37  28 

88  44 

89  61 
40  77 

55  44 

56  98 
58  53 

60  06 

61  60 
63  14 


Feet  and 
Inches 


Inward 


Outward 


21.  . 
21.6. 
22  . 
22.6. 
28  . 
23.6. 

24  . 
24.6. 

25  . 
25.6. 

26  . 
26.6. 

27  . 
27.6. 

28  . 
28.6. 

29  . 
29.6. 

80  . 
80.6 

81  . 
81.6. 

82  . 
82.6. 
88 

83.6. 
34  . 
34.6. 
85  . 


Rate 

$4  88 


11 
It 
•< 
1 1 


Pilotage 
$102  48 
104  92 
107  36 
109  80 
112  24 
114  68 
117  12 
119  56 
122  00 
124  44 
126  88 
129  32 
131  76 
134  20 
186  64 
139  08 
141  52 
143  96 
146  40 
148  84 
151  28 
153  72 
156  16 
158  60 
161  04 
163  48 
165  92 
168  36 
170  80 


Rate 
$3  56 


Pilotage 

$74  76 

76  54 

78  33 

80  10 

81  88 
83  66 
85  44 
87  22 

89  00 

90  78 

93  56 

94  34 

96  12 

97  90 
99  68 

101  46 
103  24 

105  02 

106  80 
108  58 
110  36 

112  14 

113  92 
115  70 
117  48 
119  26 

121  04 

122  82 
124  60 


Vessels  boarded  so  far  south  or  east  that  Sandy  Hook  lighthouse  can  not  be  seen  from  deck  in  day- 
lime  and  clear  weather,  one-quarter  extra. - 

Transportation  North  to  East  River,  and  vice  versa,  $5. 
Hauling  to  or  from  wharf,  $3.     Detention,  $3  per  day. 
Quarantine  to  New  York,  and  vice  versa,  one-quarter  pilotage. 

[104] 


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4 


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Pilotage  for  Taking  Vessels  from  Upper  to   Lower  Quarantine,   Etc. 
Established  by  the   Board   under  Section   15   of  the  Act. 
For  vessels  having  had  death  or  sickness  on  board,  double  outward  Pilotage. 
For  vessels  from  sickly  ports,  but  having  had  no  sickness  on  board,  single  outward  Pilotage. 
Pilotage  from  New  York  to   Perth  Amboy,  and  vice  versa,  one  dollar  and  fifty  cents  P^^  foot 
Pilotaie  from  sea  to  Perth  Amboy,  two-thirds  to  the  Bar  Pilot  and  one-third  to  the  Perth  Amboy 

^'^°*'pilotage  of  vessels  from  the  North  River  or  the  East  River  to  Bayonne  or  Yonkers,  or  vice  versa, 

ten  dollars  each  way.  .  u  ,„„„ 

Pilotage  from  dock  to  anchorage  in  Upper  Bay,  or  vice  versa,  five  dollars  each  way. 

For  remaining  on  board  to  dock  the  vessel  (unless  prevented  by  the  weather)  three  dollars  per  day, 
excluding  the  day  of  arrival. 

For  half  pilotage,  see  By-Law  20g. 

Seaward  Limit  of  the  Harbor. 

From  Navesink  southerly  light  house  NE  S/g  E  easterly  to  Scotland  light  ^^^sel,  thence  NNE/2  E 
through   Gedney   Channel   whistling  buoy   to   Rockaway  Beach  life  s^^^^g  f^^^^^"' //^^y  f '' ./°^^^ 

Winter  Pilotage. -Yxom   November   1st  to  April  1st,  inclusive,  $4,  to  be  added  to  each  pilotage. 


Sloops  and  Schooners 

/N 


Hell  Gate. 

Brigs,  Staysail  and  Topsail 
Schooners 


Barks,  Ships  and  Steamers 


Feet 

5 
6 

7 

8 

9 
10 
11 
12 
13 
14 
15 


Inside 

Pilotage 

City  Island 

$1.00  per  ft. 


00 
00 
00 
00 


Outside 

Pilotage 

Sands  Point 

$1.50  per  ft. 

$7    50 

9  00 


9  00 

10  00 

11  00 

12  00 

13  00 

14  00 

15  00 


10  50 

12  00 

13  50 

15  00 

16  50 

18  00 

19  60 

21  00 

22  50 


Inside 

Pilotage 

City  Island 

$1.25  per  ft 

$6    25 
7    50 

8  75 

10  00 

11  25 

12  50 

13  75 

15  00 

16  25 

17  50 

18  75 


Outside 

Pilotage 

Sands  Point 

$1.75  per  ft. 

$8  75 
10  50 
12  25 

14  00 

15  75 
17  50 
19  25 

21  00 

22  75 
24  50 
26  25 


Inside 

Pilotage 

City  Island 

$1.25  per  ft. 

$6  25 

7  50 

8  75 

10  00 

11  25 

12  50 

13  75 

15  00 

16  25 

17  50 

18  75 


Outside 

Pilotage 

Sands  Point 

$1.75  per  ft. 

$8   75 

10  50 
12  25 

14  00 

15  75 


17  50 
19  25 

21  00 

22  75 
24  50 
26  25 


sum  of  Two  Dollars,  and  from  every 
the  first  day  of  April  in  every  year, 


It  shall  be  lawful  to  demand  from  every  ship,  bark  or  brig  the 
schooner  and  sloop  One  Dollar  from  the  first  day  of  November  to 
in  addition  to  the  rate  of  pilotage  established,  as  winter  pilotage. 

PORT   WARDEN    CHARGES.— The  following  are  the  rates  of  charges  to 
be  collected  by  the  Port  Wardens,  as  established  by  Act  of  the  Legislature: 

"The  said  Board  of  Wardens  shall  be  allowed  for  each  and  every  survey  held  on  board  of  any  ves- 
sel,  on  hatches,  stowage  of  cargo,  or  damaged  goods,  or  at  any  warehouse,  store  or  dwelling,  or  m  the 
public  street,  or  on  the  wharf,  within  the  limits  of  the  Port  of  New  York,  on  goods  said  to  be  damaged, 
the  sum  of  two  dollars,  and  for  each  and  every  certificate  given  in  consequence  thereof,  the  sum  ot  one 
dollar,  and  for  each  and  every  survey  on  the  hull,  sails,  spars  or  rigging  of  any  vessel  damaged,  or  arriv- 
ing at  said  port  in  distress,  the  sum  of  five  dollars,  and  for  each  and  every  certificate  given  m  consequence 
thereof,  the  sum  of  two  dollars  and  fifty  cents,  and  for  each  valuation  or  measurement  of  any  vessel, 
the  sum  of  ten  dollars. 

HEALTH  OFFICER'S  FEES.— The  following  Quarantine  fees  are  paid 
on  entering  a  vessel  at  the  Custom  House: 
Health  Officer's  fees,  each  vessel 

[■05I 


$5.00 


y 


PAGE 


INDEX. 

Acquisition   of  private   property   by   City   of     New  York  for  water  front  improvement — 
How  possible  

Adams,  Campbell  W.,  Report  as  State  Engineer   and  Surveyor  State  of  New  York,  for  1897 
on  Commerce  of  New  York 

Adoption  of  East  River  and  Hell  Gate  project  means  much  to  Commerce  of  port  and  country. 

Aldermanic  Hall    Hearing  on  East  River  and  Hell  Gate  Improvement  Project  called   by 
Commission  to  Investigate  Port  Conditions  and  Pier  Extensions  in  Harbor  of  New  York. . . 

American  and  foreign  vessels,  and  coim tries  for  which  they  cleared  from  port  of  New  York. . 

American  colonies  and  Great  Britain — Trade  between  1 697  and  1 774  of. 

Amount  expended  by  United  States  upon  improvement  of  channels  in  the  Harbor  of  New 

York  and  for  maintenance  of  same 

Ambrose  Channel  Extension  into  Upper  Bay,  New  York 

Ambrose  Channel,  New  York    Harboi — Improvement   of 

Ambrose  Channel,  Upper  Bay  Extension — Improvement  of 

Antwerp 

Antwerp — Imports  and  Exports  and  net  tonnage  of  vessels  that  entered  and  cleared  at 

Antwerp — ^Traffic  of  probably  exceeded  by  Rotterdam 

Antwerp — Value  of  Imports  and  Exports  at  port  of 

Appropriations  for  the  improvement  of  the  Rivers  and  Harbors  of  the  United  States  from  the 

foundation  of  the  Government  up  to  June  30,  1913 43 

Arthur  Kill  or  Staten  Island  Sound,  and  Channel  north  of  Shooters  Island,  between  New 

York  and  New  Jerseys  Improvement  of 39,  40 

Articles  of  all  kinds  moved  on  canals  of  New  York  State — ^Tons  of. 91 

Atlantic  and  Gulf  Ports — Freight  transportation  by  water  at 65 

Atlantic  Ports — Value  of  imports  and  exports  of  merchandise  at 7 

Authority  over  ports 18 

Average  value  of  imports  and  exports  of  merchandise  at  leading  ports  of  world 17 

Baltimore 3,  4,  5,  8,  12,  83,  84,  85 

Percentage  of  growth  of  foreign  commerce  at 3,  4,  5 

5 

8 

12 

83 

84-5 

29-30 

vii 

5 


58, 

59 

72-75 

vii 

vii 

99- 

101 

74 

44 

41, 

42 

28, 

29 

41, 

42 

16, 

23 

16 

16 

23 

Tonnage  of  vessels  that  entered  port  of,  in  foreign  trade 

Value  of  imports  and  exports  of  merchandise  by  decades  at 

Value  of  imports  and  exports  of  merchandise  at 

Total  documental  gross  tonnage  of  American  vessels  at 

Tonnage  of  vessels  that  entered  and  cleared  in  foreign  trade  at 

Bay  Ridge  and  Red  Hook  Channels,  New  York  Harboi — Improvement  of 

Black, Colonel  William  M.,U.  S.  Army,  Engineer  Corps,  in  charge  of  First  New  York  District 

Black,    Governor 

Boston:  3,  4,  5,  8,  10,  83,  84,  85 

Percentages  of  growth  of  foreign  commerce  at 3,  4,  5 

Tonnage  of  vessels  that  entered  port  of,  in  foreign  trade  at 5 

Total  documented  gross  tonnage  of  American  vessels  at 83,  84,  85 

Value  of  imports  and  exports  of  merchandise  by  decades  at 8 

Value  of  imports  and  exports  of  merchandise  at 10 

Bronx  River,  New  York  Harboi — Improvement  of 33,  34 

Brooklyn  Borough :     Dry  Dock  1 , 1 00  feet  long  proposed  in  ( Illustrated) 53 

Brooklyn  Bridge  to  65th  Street — Municipal  freight  railway  to  connect  along  shore 49,  50 

Boundaries  and  port  charges — Port  of  New  York 104-1 05 

Boundaries  of  Port  and  Harbor  of  New  York — Also  map  showing 63 

Canal  Board — Commissioners  of. 47 

[io6] 


T 


^^^^W^ 


-       lA 


//  / 


..        ^      . 


INDEX— Continued. 


PAGS 


Canal  Fund — Commissioners  of ** 

Canals — Tons  of  total  movement  of  all  articles  on  New  York  State's 91 

Canals  of  New  York  State— Amount  expended  on,  since  1897 W 

Canals— Transportation  and  value  of  property  carried  in  State  of  New  York  on  its M 

Canals — Value  of  all  articles  moved  in  New  York  State  on  its 8® 

Census  Report  on  Transportation  by  Water  in  the  United  States 64-68 

Changes  in  rank  of  leading  United  States  ports 3.  4,  5 

Channel  in  Gowanus  Bay,  New  York  Harbor 29,  30 

City  of  New  York  leads  in  manufacturing 68-70 

City  of  New  York :     Millions  expended  for  lands  and  pier  construction  by 75 

Collection  district  of  Port  of  New  York 103,  104 

Colony  of  New  York — Imports  and  Exports  of 72,  73 

Commentary  on  table  showing  percentages  of  growth  of  foreign  commerce  at  leading  United 

States  ports 3,4,5 

Commerce  of  Port  of  New  York — Earliest  records  of 71 

Commerce  of  State  of  New  York  during  Colonial  times 7« 

Commissioner  of  Docks  and  Ferries  of  City  of  New  York— Rules  and  Regulstions  adopted  by  60-61 

Commissioners  of  the  Canal  Fund -^ ** 

Commissioners  of  the  Land  Office ** 

Commission  to  Investigate  Port  Conditions  and  Pier  Extensions  in  Harbor  of  New  York 48 

Coney  Island  Channel,  New  York  Harboi — Improvement  of 30-3 1 

Customs  duties  collected,  by  States 73 

Delaware,  Lackawanna  &  Western  Railroad  improving  waterfront  in  New  York  City  with  its 

own  capital " 

Department  of  Docks  and  Ferries  of  City  of  New  York — Powers  and  duties  of 57,58 

Department  of  Docks— Establishment  in  New  York  City  of 56,  57 

Docks  and  Ferries — Department  of — Working  with  special  committee  on  terminal  improve- 
ments of  Board  of  Estimate  and  apportionment  of  New  York  City 49-54 

Dock  Department  data  of  special  interest  at  this  time ▼>> 

Dock  Department — Leases  by *^ 

Documented  gross  tonnage  of  United  States  by  leading  ports 83 

Doubt  as  to  leading  world  port *  ^ 

Earliest  history  of  Port  of  New  York 70-72 

East  Chester  Creek,  New  York — Improvement  of 34 

East  River  and  Hell  Gate — Examination  and  Survey  of  same vii 

East  River  and  Hell  Gate — Improvement  of 24-28 

East  River  and  Hell  Gate — Improvement  of  about  to  be  undertaken 26-28 

Effect  of  Civil  War  on  exports  at  New  Orleans * 

Entrance  to  New  York  Harbor  via  Hell  Gate  and  East  River  not  now  possible  for  larger  type 

of  vessels ^** 

Erie  Railroad  improving  waterfront  in  New  York  with  its  capital 53 

Establishment  of  the  Department  of  Docks,  New  York  City 56-57 

Expenditures  by  United  States  on  Rivers  and  Harbors  in  New  York  State —  45-46 

Exports  and  imports  at  Antwerp  and  net  tons  of  vessels  that  entered  and  cleared  at 16 

Exports  and  imports  at  Rotterdam *6 

Exports  and  imports  of  Colony  of  New  York 72,  74 

Exports  and  imports  of  merchandise :  Average  value  at  leading  world  ports 17 

Value  of  at  Boston ^  0 

Value  of  at  Baltimore    1* 

[107] 


1 


I 


INDEX— Continued. 


PAGE 


> 


f 


Value  of  at  Hamburg 20 

Value  of  at  Galveston ^* 

Value  of  at  leading  United  States  ports  by  decades 8 

Value  of  at  New  Orleans 1' ' 

Value  of  at  Philadelphia >! 

Value  of  at  port  c»f  Antwerp 23 

Value  of  at  port  of  Hongkong 28 

Value  of  at  port  of  Liverpool 22 

Value  of  at  port  of  London 21 

Value  of  at  port  of  New  York 9 

Totol  value  of  United  States 6 

Value  of  and  net  tonnage  of  vessels  that  entered  and  cleared  at  leading  seaports  of  the 

world ^  ^ 

Value  of  at  Atlantic  ports 7 

Value  of  per  ton  as  estimated  by  Isthmian  Canal  Commission  at  Port  of  New  York —  67 

Value  of— State  of  New  York — by  ports 87 

Extension  of  North  River  piers,  west  side  of  Manhattan,  New  York  City 51,52 

Ferries  owned  and  operated  by  City  of  New  York 57 

Ferr}'boats — number  and  tonnage  of  in  United  States  and  in  port  of  New  York 65 

Figures  of  value  of  foreign  commerce  of  leading  United  States  ports — percentage  by  decades  3 

First  port — What  City  of  New  York  must  do  to  make  port  of  New  York  greatest  in  world  vii 

Flushing  Bay,  New  York  Harbor — Improvement  of 31 

Foreign  commerce  at  leading  United  States  ports — Table  showing  percentage  of  growth  of  3,  4,  5 

Freight  railway  along  waterfront  of  Brooklyn  to  be  municipally  owned  49,  50 

Freight  transportation  by  water  in  United  States,  Atlantic  and  Gulf  ports  and  Port  of  New  York  65 

Galveston 3,  4,  5,  8,  14,  83,  84,  85 

Galveston's  growth  from  sixth  to  second  port  in  value  of  foreign  commerce 4 

Galveston — Percentage  of  growth  of  foreign  commerce  at 3,  4,  5 

Tonnage  of  vessels  that  entered  port  in  foreign  trade 5,  84,  85 

Total  documented  gross  tonnage  of  American  vessels  at 83 

Value  of  imports  and  exports  of  merchandise  at l* 

Value  of  imports  and  exports  of  merchandise  by  decades  at 8 

Government  of  ports *8 

Gowanus  Bay  Channel,  New  York  Harbor — Improvement  of 29,  30 

Growth  of  commerce  of  port  of  New  York 72-75 

Growth  of  foreign  commerce  at  leading  United  States  ports — table  showing  percentages  of  3,  4,  5 

Growth  of  foreign  commerce  of  port  of  New  York  rapid  since  1898 5 

Hall,  Dr.  Edward  Hagaman— Study  of  earliest  history  of  port  of  New  York 70-72 

Hamburg 15,  17,  18,20,  76 

Average  net  tonnage  of  vessels  that  entered  in  foreign  trade 17 

Average  value  of  imports  and  exports  at ^  7 

Net  tonnage  of  vessels  that  entered  and  cleared  in  foreign  trade  at 1 5-76 

Supremacy  as  leading  world  port  probable ^  7 

Value  of  imports  and  exports  and  net  tonnage  of  vessels  that  entered  and  cleared  at  1 5 

Value  of  imports  and  exports  of  merchandise  at  port  of 20 

Harbor  of  New  York — Channels  of— Amount  expended  by  United  States  on 44 

Harlem  River,  New  York — Improvement  of 88 

Health  Officer's  fees  at  port  of  New  York 105 

Hoboken,  New  Jersey — Shipments  of  principal  commodities  at 66 

[io8] 


'' 


;• 


INDEX— Continued. 

Hongkong 16, 

Net  tonnage  of  vessels  that  entered  and  cleared  at  port  of 

Tons  of  imports  and  exports  and  net  tons  of  vessels  that  entered  and  cleared  in  foreign 
trade  at  port  of 

Hudson,  Henry^Discovery  of  Hudson  River  by 

Hudson  River  Channel,  New  York  Harboi — Improvement  of 

Hudson  Rivei — Discovery  by  Henry  Hudson  of. 

Illustrations :  f 

As  it  will  finally  appear opposite 

Manhattan's  new  1000-foot  piers  and  slips opposite 

Plan  for  1000-foot  dry-dock  at  South  Brooklyn opposite 

Planning  for   dispatch opposite 

Territory  where  Manhattan's  long  piers  are  to  be  reared,  as  it  appeared  before  the  work 
was  begun opposite 

Important  Improvements  along  waterfront  of  City  of  New  York  planned  and  under  way 

Imports  and  Exports :     And  net  tons  of  vessels  that  entered  and  cleared  at  Antwerp 

At  Hongkong  

At  Rotterdam 

Of  Colony  of  New  York 

Imports  and  exports  of  Merchandise : — Average  value  at  leading  world  ports 

Value  of  at  Baltimore 

Value  of  at  Boston 

Value  of  at  Hamburg 

Value  of  at  New  Orleans 

Value  of  at  leading  United  States  ports  by  decades 

Value  of  at  Philadelphia 

Value  of  at  port  of  Antwerp 

Value  of  at  port  of  Hongkong 

Value  of  at  port  of  Liverpool 

Total  value  of  at  port  of  London 

Value  of  at  port  of  New  York 

State  of  New  York,  by  ports 

Total  value  of  United  States 

Imports  and  Exports :     Value  of  and  net  tonnage  of  vessels  that  entered  and  cleared  at  four 
leading  seaports  of  world 

Value  of  at  Atlantic  ports 

Value  of  per  ton  as  estimated  by  Isthmian  Canal  Commission  for  port  of  New  York 

Improved  navigable  channel  to  the  East  through  Sound  to  result  from  improvement  of  East 

River  and  Hell  Gate 

Improvements  along  waterfront  of  New  York  City  planned  and  under  way 

Improvement  of  River  and  Harbor  at  Port  of  New  York 

Improvement  of:     Ambrose  Channel,  New  York  harbor,  upper  bay  extension 

Arthur  Kill,  or  Staten  Island  Sound,  and  Channel  north  of  Shooters  Island,  between 
New  York  and  New  Jersey  

Bay  Ridge  and  Red  Hook  Channels,  New  York  Harbor 

Bronx  River,  New  York  Harbor 

Channel  in  Gowanus  Bay,  New  York  Harbor 

Channels  in  the  Harbor  of  New  York  and  for  maintenance  of  same — Amount  expended 
by  United  States  upon 

Coney  Island  Channel,  New  York  Harbor 

[109] 


PAGB 


23, 

78 

78 

16, 

23 

70 

40, 

41 

70 

51 

50 

53 

52 

49 

49, 

54 

16 

16 

16 

72, 

73 

17 

12 

10 

20 

13, 

14 

8 

11 

23 

23 

22 

21 

9 

87 

6 

15 

7 

67 

vii 

49-54 

24-42 

41, 

42 

39, 

40 

29, 

30 

33, 

34 

29, 

30 

44 

30, 

31 

< 


•     ■  • 


/ 


INDEX— Continued. 

East  Chester  Creek,  New  York 

East  River  and  Hell  Gate 

East  River  and  Hell  Gate — New  project  about  to  be  undertaken 

Flushing  Bay,  New  York  Harbor 

Harlem  River,  New  York 

Hudson  River  Channel,  New  York  Harbor 

Jamaica  Bay,  New  York 

Newtown  Creek,  New  York  Harbor ."■ 

New  York  Harbor 

New  York  Harbor — Main-Ship-Bayside-Gedney  Channel 

Rivers  and  Harbors  from  the  foundation  of  the  Government  up  to  June  30,  1913 — 
Appropriations  for 

Improvement  of  Rivers  and  Harbors  in  New  York  State — Expenditures  by  United  States  upon 

Improvement  of  Sheepshead  Bay,  New  York 

Improvement  of  the  water  front  of  New  York  City  with  private  capital 

Improvement  of  Wallabout   Channel,    New  York  Harbor 

Improvement  of  Westchester  Creek,  New  York 

Inquiries   of  Members   of  Congress   and  other  Legislative   bodies  for  information  on  port 
matters  caused  publication  of  this  book 

Introductory 

Isthmian    Canal    Commission — Average   value   of  ton  of  import  and  of  export   at   port   of 
New    York  estimated  by 

Jamaica    Bay,  New  York — Improvement  of 

Jersey  City,  New  Jersey — Shipments  and  Receipts  of  principal  commodities  at 

Johnson,  Emory  R. — Census  report  on  waterbome  transportation  by 

Land  Office — Commissioners  of 

Large  appropriations  at  port  of  New  York  for  new  piers  and  slips  for  largest  ocean  steamships 

Leading  port  of  world  in  doubt 

Leading  United  States  ports — Percentage  of  growth  of  foreign  commerce  by  decades 

Leading  United  States  ports — Value  of  imports  and  exports  of  merchandise  by  decades 

Leases  by  Dock  Department  of  the  City  of  New  York  

Lehigh  Valley  Railroad  improving  water  front  of  New  York  City  with  its  capital 

Liverpool  : 15,  17, 

Average  net  tonnage  of  vessels  that  entered  in  foreign  trade 

Average  value  of  imports  and  exports  at 

Net  tonnage  of  vessels  that  entered  and  cleared  from  port  of 

Rank  among  leading  world  ports 

Total  value  of  imports  and  exports  of  merchandise  at  port  of 

Value  of  imports  and  exports  and  net  tonnage  of  vessels  that  entered  and  cleared  at  port  of 
London  : 15,   17,    18, 

Average  net  tonnage  of  vessels  that  entered  in  foreign  trade '. 

Average  value  of  imports  and  exports  at  port  of 

Net  tonnage  of  vessels  that  entered  and  cleared  at  port  of  in  foreign  trade 

Rank  among  leading  world  pwrts 

Total  value  of  imports  and  exports  of  merchandise  at 

Value  of  imports  and  exports  and  net  tonnage  of  vessels  that  entered  and  cleared 

Loss  of  foreign  commerce"  at  port  of  New  York — Widespread  discussion  of 

Main-Ship- Bayside  Gedney  Channel,  New  York  Harbor — Improvement  of 

Manchester  Canal — When  completed 

[i.o| 


PAGE 


34 

24-28 

26-28 

31 

38 

40, 

41 

35-37 

32 

24-42 

28 

43 

45, 

46 

37, 

38 

52, 

53 

S2, 

33 

35 

vii 

vii 

67 

35-37 

66 

66 

48 

5 

15 

3,4,5 

7 

59 

52 

18, 

77 

17 

17 

15, 

77 

17 

22 

15 

21, 

77 

17 

17 

15, 

77 

17 

21 

15 

5 

28 

18 

INDEX— Continued. 

PAGE 

Manhattan  Borough,  New  York  City  :     Extension  of  North  River  piers  51,52 

New  piers  for  large  transatlantic  liners  in 51 

Plans  for  terminal  facilities  on  west  side  of 50 

Manufacturing — State  and  City  of  New  York  lead  in 68-70 

Maps  : 

All  Ocean  Ways  Lead  to  New  York ii 

Showing  boundaries  of  the  port  and  harbor  of  New  York opposite  63 

The   principal    parts   of  the  world  compared  to  New  York iii 

Merchandise  :     Imports  and  exports  in  United  States  of 6 

Value  of  imports  and  exports  of  at  Atlantic  ports 7 

Value  of  imports  and  exports  at  Baltimore 12 

Value  of  imports  and  exports  at  Boston 10 

Value  of  imports  and  exports  at  Hamburg 20 

Value  of  imports  and  exports  at  New  Orleans IS 

Value  of  imports  and  exports  at  New  Orleans 14 

Value  of  imports  and  exports  at  port  of  Antwerp 23 

Value  of  imports  and  exports  at  port  of  Hongkong 23 

Value  of  imports  and  exports  at  port  of  Liverpool 22 

Value  of  imports  and  exports  at  port  of  London ,     23 

Value  of  imports  and  exports  at  port  of  New  York 9 

Value  of  imports  and  exports  at  port  of  Philadelphia II 

Value  of  imports  and  exports  by  decades  at  leading  ports 8 

Merchant  Marine  of  the  United  States 19 

Merchant  Marine  of  world 19 

Miles  of  water  front  in  port  of  New  York,  improved  and  unimproved 63 

Millions  spent  by  City  of  New  York  for  land  and  for  pier  construction 75 

Morgan,  Christopher — Documentary  History  of  State  of  New  York 72 

Municipal  freight  railway  along  Brooklyn  water  front 49,  50 

Net  tonnage  of  vessels  that  entered  and  cleared  at  Antwerp ....  16 

Net  tonnage  of  vessels  that  entered  and  cleared  at  port  of  Hamburg 1 5,  76 

Net  tonnage  of  vessels  that  entered  and  cleared  at  port  of  Hongkong 1 6,  78 

Net  tonnage  of  vessels  that  entered  and  cleared  at  port  of  Liverpool 15,77 

Net  tonnage  of  vessels  that  entered  and  cleared  at  port  of  London 15,  77 

Net  tonnage  of  vessels  that  entered  and  cleared  at  ports  of  New  York,  London,  Liverpool 

and  Hamburg,  for  foreign  trade 15 

Net  tonnage  of  vessels  that  entered  and  cleared  at  port  of  Rotterdam 78 

Newark,  New  Jersey — Shipments  and  Receipts  of  principal  commodities  at 66 

New  Netherland  (former  name  of  Colony  of  New  York) 71 

New  Amsterdam  (former  name  of  City  of  New  York) 71 

Newprleans: 3,  4,  5,  8,  13,  83,  84,  85 

hti  in  exports  preceding  Civil  War 8 

Percentage  of  growth  of  foreign  trade  at 3,  4,  5 

Value  of  imports  and  exports  of  merchandise  at IS 

Value  of  imports  and  exports  of  merchandise  by  decades  at 8 

Tonnage  of  vessels  that  entered  port  of S 

New  piers  for  large  transatlantic  liners  in  New  York  City 51 

Newtown  Creek  Improvement,  New  York  Harbor S2 

New  York:  iii,  8,  4,  5,  8,  9,  15,  16,  17,  19,  24-42,  44,  49-62,  63,  65,  66,  67,  68,  69,  70,  71,  72,  73, 
74,  75,  83,  84,  85,  86,  87,  88,  89,  93,  95,  96,  97,  98,  99,  100,  101,  102,  103,  104,  175 

[III] 


J 


INTENTIONAL  SECOND  EXPOSURE 


/L 


INDEX— Continued. 

PAGE 

East  Chester  Creek,   New  York 84 

East  River  and  Hell  Gate 24-28 

East  River  and  Hell  Gate — New  project  about  to  be  undertaken 26-28 

Flushing  Bay,  New  York  Harbor SI 

Harlem  River,  New  York 38 

Hudson  River  Channel,  New  York  Harbor 40,  41 

Jamaica  Bay,  New  York 35-37 

Newtown  Creek,  New  York  Harbor .'. 32 

New   York  Harbor 24-42 

New  York  Harbor — Main-Ship- Bayside-Gedney  Channel 28 

Rivers  and  Harbors  from  the  foundation  of  the  Government  up  to  June  30,  1913 — 

Appropriations  for 43 

Improvement  of  Rivers  and  Harbors  in  New  York  State — Expenditures  by  United  States  upon  45,  46 

Improvement  of  Sheepshead  Bay,   New  York 37,  38 

Improvement  of  the  water  front  of  New  York  City  with  private  capital 52,  53 

Improvement  of  Wallabout    Channel,    New  York  Harbor 32,  33 

Improvement  of  Westchester  Creek,  New  York 35 

Inquiries   of  Members    of  Congress   and  other  Legislative   bodies  for  information  on  port 

matters  caused  publication  of  this  book vii 

Introductory vii 

Isthmian    Canal    Commission — Average    value   of  ton  of  import  and  of  export   at    port    of 

New    York  estimated  by 67 

Jamaica    Bay,   New  York — Improvement  of 35-37 

Jersey  City,  New  Jersey — Shipments  and  Receipts  of  principal  commodities  at 66 

Johnson,   Emory   R. — Census  report  on  waterbome  transportation  by 66 

Land  Office — Commissioners  of 48 

Large  appropriations  at  iwrt  of  New  York  for  new  piers  and  slips  for  largest  ocean  steamships  5 

Leading  port  of  world  in  doubt 15 

Leading  United  States  ports — Percentage  of  growth  of  foreign  commerce  by  decades 3,  4,  5 

Leading  United  States  ports — Value  of  imports  and  exports  of  merchandise  by  decades 7 

Leases  by   Dock  Department  of  the  City  of  New  York  59 

Lehigh  Valley  Railroad  improving  water  front  of  New  York  City  with  its  capital 52 

Liverpool  : 15,  17,  18,  77 

Average  net  tonnage  of  vessels  that  entered  in  foreign  trade 17 

Average  value  of  imports  and  exports  at 17 

Net  tonnage  of  vessels  that  entered  and  cleared  from  port  of 15,  77 

Rank  among  leading  world  ports 17 

Total  value  of  imports  and  exports  of  merchandise  at  port  of 22 

Value  of  imports  and  exports  and  net  tonnage  of  vessels  that  entered  and  cleared  at  port  of  15 

London  : 15,    17,    18,  21 ,  77 

Average  net  tonnage  of  vessels  that  entered  in  foreign  trade ". 17 

Average  value  of  imports  and  exports  at  port  of 17 

Net  tonnage  of  vessels  that  entered  and  cleared  at  port  of  in  foreign  trade 15,  77 

Rank  among  leading  world  ports 17 

Total  value  of  impjorts  and  exports  of  merchandise  at 21 

Value  of  imports  and  exports  and  net  tonnage  of  vessels  that  entered  and   cleared 15 

Loss  of  foreign  commerce"  at  port  of  New  York — Widespread  discussion  of 5 

Main-Ship-Bayside  Gedney  Channel,  New  York  Harbor — Improvement  of 28 

Manchester  Canal — When  completed 18 

[iiol 


INDEX— Continued. 

PAGE 

Manhattan  Borough,  New  York  City  :     Extension  of  North  River  piers  51,  52 

New  piers  for  large  transatlantic  liners  in 51 

Plans  for  terminal  facilities  on  west  side  of 50 

Manufacturing — State  and  City  of  New  York  lead  in —  68-70 

Maps  : 

All  Ocean  Ways  Lead  to  New  York fi 

Showing  boundaries  of  the  port  and  harbor  of  New  York opix>site  63 

The    principal    parts   of  the  world  compared  to  New  York iii 

Merchandise  :     Imports  and  exports  in  United  States  of 6 

Value  of  imports  and  exports  of  at  Atlantic  ports 7 

Value  of  imports  and  exports  at  Baltimore 12 

Value  of  imports  and  exports  at  Boston 10 

Value  of  imports  and  exports  at  Hamburg 20 

Value  of  imports  and  exports  at  New  Orleans IS 

Value  of  imports  and  exports  at  New  Orleans 14 

Value  of  imports  and  exports  at  port  of  Antwerp 23 

Value  of  imports  and  exports  at  port  of  Hongkong 23 

Value  of  imports  and  exports  at  port  of  Liverpool 22 

Value  of  imports  and  exports  at  port  of  London ,     23 

Value  of  imports  and  exports  at  port  of  New  York 9 

Value  of  imports  and  exports  at  port  of  Philadelphia 11 

Value  of  imports  and  exports  by  decades  at  leading  ports 8 

Merchant  Marine  of  the  United  States 19 

Merchant  Marine  of  world 19 

Miles  of  water  front  in  port  of  New  York,  improved  and  unimproved 63 

Millions  spent  by  City  of  New  York  for  land  and  for  pier  construction 75 

Morgan,  Christopher — Documentary  History  of  State  of  New  York 72 

Municipal  freight  railway  along  Brooklyn  water  front 49,  50 

Net  tonnage  of  vessels  that  entered  and  cleared  at  Antwerp ....  16 

Net  tonnage  of  vessels  that  entered  and  cleared  at  port  of  Hamburg 1 5,  76 

Net  tonnage  of  vessels  that  entered  and  cleared  at  port  of  Hongkong 1 6,  78 

Net  tonnage  of  vessels  that  entered  and  cleared  at  port  of  Liverpool 15,  77 

Net  tonnage  of  vessels  that  entered  and  cleared  at  port  of  London 15,  77 

Net  tonnage  of  vessels  that  entered  and  cleared  at  ports  of  New  York,  London,  Liverpool 

and  Hamburg,  for  foreign  trade 15 

Net  tonnage  of  vessels  that  entered  and  cleared  at  port  of  Rotterdam 78 

Newark,  New  Jersey — Shipments  and  Receipts  of  principal  commodities  at 66 

New  Netherland  (former  name  of  Colony  of  New  York) 71 

New  Amsterdam  (former  name  of  City  of  New  York) 71 

Newprleans: 3,  4,  5,  8,  13,  83,  84,  85 

Let  in  exports  preceding  Civil  War 3 

Percentage  of  growth  of  foreign  trade  at 3,  4,  5 

Value  of  imports  and  exports  of  merchandise  at 18 

Value  of  imports  and  exports  of  merchandise  by  decades  at 8 

Tonnage  of  vessels  that  entered  port  of 5 

New  piers  for  large  transatlantic  liners  in  New  York  City 51 

Newtown  Creek  Improvement,  New  York  Harbor 32 

New  York:  iii,  3,  4,  5,  8,  9,  15,  16,  17,  19,  24-42,  44,  49-62,  63,  65,  66,  67,  68,  69,  70,  71,  72,  73, 
74,  75,  83,  84,  85,  86,  87,  88,  89,  93,  95,  96,  97,  98,  99,  100,  101,  102,  103,  104,  175 

[III] 


M 


I' 

i 


I 


M 


'-5 


f 


INDEX— Continued. 

PAGE 

American  and  foreign  vessels  and  countries  for  which  they  cleared  from  port  of 99,  100,  101 

Area  of  port  of 63 

Average  net  tonnage  of  vessels  that  entered  in  foreign  trade  at 17 

Average  value  of  imports  and  exports  at  port  of 17 

Boundaries  and  port  charges  of  the  port  of 104,  105 

New  York  Central  &  Hudson  River  railroad's  surface  tracks  between  Spuyten  Duy  vil 

and  St.  Johns  Park,  Manhattan 50 

New  York  City :     Board  of  Estimate  and  Apportionment  attempting  to  eliminate  New  York 

Central  railroad  tracks  on  west  side  of  Manhattan  from  grade 50 

New  York  City :     Brooklyn  Borough — Proposed  dry  dock  1 , 1 00  feet  long  in 53 

Establishment  of  Department  of  Docks  of 56,  57 

Ferries  owned  and  operated  by  57 

Government  making  material  headway  in  port's  development vii 

How  private  property  may  be  acquired  for  water  front  improvement  by 58,  59 

Improvement  along  water  front  planned  and  under  way  in 49-54 

Improvement  of  its  water  front  with  private  capital 52,  53 

Leases  by  Dock  Department  of 59 

Manhattan  Borough :     Extension  of  North  River  piers 51 ,  52 

New  piers  for  large  transatlantic  liners  in 51 

Millions  expended  for  lands  and  pier  construction  by 75 

Large  expense  entailed  for  new  piers  and  slips  for  accommodation  of  largest  ships 5 

Ownership  and  control  of  water  front  of 6 1 ,  62 

Plans  for  terminal  facilities  on  the  west  side  of  Borough  of  Manhattan 50 

Powers  and  duties  of  Department  of  Docks  and  Ferries 57,  58 

Readjustment  of  water  front  occupation  throughout 53,  54 

Recreation  buildings  built  upon  piers  in 60 

Resume  of  laws  and  ordinances  relating  to  the  government  and  care  of  the  water  front, 

prior  to  1 870 54-56 

Rules  and  Regulations  adopted  by  Commissioner  of  Docks 60,  61 

Value  of  water  front  property  estimated  as  owned  by 58,  59 

New  York :     Collection  district  of  port  of 103,  104 

Colony  of — Imports  and  exports  of 72-73 

Commerce  Commission — Report  of 5 

Earliest  history  of  port  of 70-72 

Earliest  records  of  commerce  of  port  of 72 

Freight  transportation  by  water  at  port  of 65 

Harbor  and  Port  of — Improvement  of  River  and  Harbor  at 24-42 

New  York  Harbor :     Improvement  of 24-42 

New  York :     Improvement  of  Main-Ship-Bayside-Gedney  Channel 88 

New  York  Harbor  Unrigged  craft  operating  in  and  around 67 

New  York :     Miles  of  water  front  of  port  of 68 

Municipal  freight  along  Brooklyn  water  front 49,  50 

Net  tonnage  of  vessels  that  entered  and  cleared  at 15 

Number  of  tonnage  of  vessels  belonging  to  northern  lake  ports  of  State  of 04 

Number  and  tonnage  of  vessels  engaged  in  foreign  trade  of  United  States  and  countries 

from  which  they  have  entered  the  port  of  New  York 96,  97,  98 

Number  and  tonnage  of  vessels  engaged  in  foreign  trade  of  United  States  which  have 

entered  New  York  State  ports 95 

Number  and  tonnage  of  vessels  owned  in  port  of. . .  102 

[112] 


INDEX— Continued. 

Number  of  miles  of  straight  water  front  measured  along  shoreline  of  port  of. 

Percentages  of  growth  of  foreign  commerce  at 

Port  of — Amount  expended  by  United  States  on  improvement  of 

Present  activities  of  city  in  connection  with  dock  improvement 

Private  terminals  in  **  Dutch  Kills  "  section  of  Borough  of  Queens 

Port  and  Harbor  of — Boundaries  as  shown  on  map  opposite 

Port  of — "  Loss  of  Foreign  commerce  "at 

Port  of  notable  above  its  sister  rival  ports 

Port  of:     Rapid  growth  of  foreign  commerce  since  1 898 

Rank  of  among  leading  world  ports 

Rates  cf  wharfage  in  force  in  city  of. 

Shipbuilding  in  State  of 

New  York's  foreign  commerce :     Stagnation  period  in  growth  of. 

New  York's  lead  among  United  States  ports  unassailable 

New  York's  rank  among  the  leading  seaports  of  the  world 

New  York  State  and  City :     Lead  and  manufacturing  

New  York  State :     Expenditures  by  United  States  for  Rivers  and  Harbors  in 

Commission  to  Investigate  Port  Conditions  and  Pier  Extensions  in  New  York  Harbor 

Commission  actively  behind  project  for  improvement  of  East  River  and  Hell  Gate 

Commission  to  Investigate  Port  Conditions  and  Pier  Extensions  in  New  York  Harbor 
explains  reasons  for  publication  of  this  book 

Documentary  History  of,  by  Christopher  Morgan 

Expenditures  for  canals  since  1 897 

Number   and   tonnage    of   vessels    engaged    in  foreign  commerce  which  have  cleared 
from  ports  of  State  of  New  York 

Statistics  of  commerce  during  colonial  times  of    

Tons  of  total  movement  of  articles  on  all  canals  of 

Value  of  all  articles  moved  on  canals  of 

Transportation  on  canals  and  value  of  property  they  carried  in 

Terminal  plans  of  City  of 

Tonnage  of  vessels  in  State  of 

New  York— Port  of— 

Unsurpassed  in  natural  advantages 

Value  of  imports  and  exports  and  net  tonnage  of  vessels  that  entered  and  cleared  at 

Value  of  ton  of  imports  and  of  exports  as  estimated  by  Isthmian  Canal  Commission  at 

Value  of  imports  and  exports  of  merchandise  by  decades  at 

Value  of  imports  and   exports  of  merchandise  at   

Waterborne  traffic  of 

New  York :     Waterborne  traffic  of  State  of 

Number  and  gross  tons  of  documented  and  undocumented    American     vessels     in     United 

States    

Number  and  tonnage  of  vessels  belonging  to  northern  (New  York)  lake  ports 

Number  and  tonnage  of  vessels  engaged  in  foreign  trade  of  United  States  and  countries 

from  which  they  entered  port  of  New  York    

Number  and  tonnage  of  vessels  engaged  in  foreign  trade  of  United  States  which  have 

cleared  from   ports  of  the  State  of   New  York 

Number  and  tonnage  of  vessels  engaged  in  foreign  trade  of  United  States  which  have 
entered    the    ports    of   the    State    of    New  York 

["3l 


PAGE 

63 

3,  4,  5 

44 

49,  54 

53 

63 

5 

4,  5 

5 

17 

403 

86 

5 

18 

15 

68-70 

45,  46 

47 

vii 

vii 

7« 
75 

88 

72-73 
91 
90 
92 

49,50 
89 

19 
15 

67 
8 
9 

65,67 
93 

64 

ww 

96-98 

88 


r 

;    ( 

r 
f 

I 


95 


--v.«  .ooXe 


(I 


INDEX— Continued. 

PAGE 

Number  and  tonnage  of  vessels  owned  in  the  Citv  of  New  York 102 

Ownership  and  control  of   (New  York)   City's  waterfront    Cl^  62 

Palm  of  port  primacy 15 

Panama  Canal :     Not  likely  to  give  Gulf  ports  advantage  over  Atlantic  ports 18 

Percentage  of  growth  of  foreign  commerce  at  leading  United  States  ports,  by  decades . .  3,  4,  5 
Percentage  of  growth  of  foreign  commerce  of  ports  of  Baltimore,  Boston,  Galveston,  New 

Orleans,  New  York  and  Philadelphia 3,  4,  5 

Perth  Amboy,  New  Jersey :     Shipments  and  receipts  of  principal  commodities  at 66 

Plans   for  terminal   facilities   on  the   west  side  of  Manhattan,  New  York  City 50 

Philadelphia    3,  4,  5,  8,  11,  83,  84,  85 

Percentages  of  growth  of  foreign  commerce  at    3,  4,  5 

Tonnage  of  vessels  that  entered  port  of 5 

Value  of  imports  and  exports  of  merchandise  at .* 11 

Value  of  imports   and  exports   of  merchandise  by  decades  at 8 

Port  and  Harbor  of  New  York :  Boundaries  shown  on  map  opposite 63 

Port   of   New   York:     American   and    foreign   vessels,  and  countries  they  cleared  for  from  99-101 
And  its  Hinterland  is  a  Magnet  That  Draws  the    Shipping    of    the    Whole    World 

(map)    ii 

Area  of 63 

Average  net  tonnage  of  vessels  that  entered  in  foreign  trade  at 17 

Average  value  of  imports  and  exports  at 8 

Collection  district  of 1 03,  1 04 

Dry  Dock  1,100  feet  long  proposed  in  Brooklyn  Borough  of 53 

Earliest  history  of 70-72 

Ferryboats  in 65 

Growth  of  commerce  of 72-75 

Lead  among  United  States  ports  unassailable 18 

"Loss  of  foreign  commerce  at" 5 

New   piers   and   improved   terminals    proposed  at 49-54 

Notable  above  its  rival  sister  ports 4,  5 

Number  and  tonnage  of  vessels  engaged  in  foreign  trade,  and  countries  from  which 

they  entered  the   96-98 

Number  and  tonnage  of  vessels  owned  in 102 

Port  Wardens  of 48 

Publicly  owned  waterfront  of 63 

Rank  among  leading  ports  of  the  world  of , 15 

Rapid  growth  of  foreign  commerce  since  1 898 5 

Readjustment  of  waterfront  occupation  throughout    53,  54 

Stagnation  period  in  growth  of  foreign  commerce  of   5 

Unsurpassed  in  natural  advantages 19 

Value  of  imports  and  exports  and  net  tonnage  of  vessels  tliat  entered  and  cleared  at  1 5 

Value  of  imports  and  exports  of  merchandise  at 9 

Value  of  imports  and  exports  of  merchandise  by  decades  at 8 

Value  of  ton  of  imports  and  of  exports  as  estimated  by  Lsthmian  Canal  Commission  at  67 

Authority  over    18 

Ports :     Government  of   18 

Physical   conditions    in   Europe   different   than  at  New  York 18 

Principal  of  the  world  compared  with  New  York  (map)    iii 

Port  Warden  charges  as  fixed  by  New  York  Legislature   1 05 

["4] 


V*- 


/ 


V 


INDEX— Continued. 


PAGB 


Port  Wardens  of  the  Port  of  New  York 48 

Powers  and  duties  of  Department  of  Docks  and  Ferries  of  City  of  New  York 57,  58 

Present  activities  of  the  City  of  New  York  in  connection  with  dock  improvement 49-54 

Principal  ports  of  the  world  compared  to  New  York  (map)    iii 

Private   capital — Improvement  of  the   waterfront  of  New  York  City  with 52,  53 

Private  Terminals 53 

Property  acquired  by  City  of  New  York  for  ferry  purposes — expenditures  and  receipts. . .  57 

Proposed  Brooklyn  dry  dock  1,100  feet  in  length 53 

Public  Hearing  on  Project  to  Improve  East  River  and  Hell  Gate  by  the  New  York  State 
Commission  to  Investigate  Port  Conditions   and   Pier   Extensions   in   Harbor  of 

New  York  at  Aldermanic  Chamber,  City  Hall,  New  York vii 

Publicly  owned  portion  of  waterfront  of  port  of  New  York 63 

Queens  Borough — New  York  City — Private  terminal  in  the  so-called  "Dutch  Kills"  section 

of    53 

Rank  of  leading  American  ports 3,4,5 

Railway  for  freight  purposes   along   Brooklyn  waterfront 49,  50 

Rapid  growth  of  foreign  commerce  of  Port  of  New  York  since  1 898 5 

Rates  of  Wharfage  in  force  in  the  City  of   New  York 103 

Readjustment    of    waterfront    occupation    throughout  the  port  of  New  York 53,54 

Reasons  for  publication  of  this  book vii 

Receipts  and  shipments  of  principal  commodities  of  ports  of  New  York,  Hoboken,  Jersey 

City,   Newark,    Perth   Amboy   and   South  Amboy    66 

Recreation  buildings  on  New  York  City  piers 60 

Resume  of  laws  and  ordinances  relating  to  the  government    and   care   of   the    waterfront 

prior  to  1870 54-56 

River  and  Harbor   Improvements   at  the  port   of  New  York   24-42 

Rivers  and  Harbors  of  New  York  State — Expenditures  by  United  States  on  improvement  of  45-46 

Rivers  and  Harbors  of  United  States  and  amount  appropriated  for  improvement  of 43 

Roosevelt,  Governor   5 

Rotterdam 16,  17,  78 

Net  tonnage  of  vessels  that  entered  and  cleared  at  port  of 78 

Tons  of  imports  and  exports  and  net  tons  of  vessels  that  entered  and  cleared  in  for- 
eign trade  at 16 

Traffic  of  probably  exceeds  that  of  Antwerp 16 

Rules  and  Regulations   adopted  by  Commissioner  of  Docks  of  New  York  City 60-61 

Sheepshead  Bay,  New  York — Improvement  of 37,  38 

Shipbuilding  in  New  York  State 86 

Shipbuilding  in  the  United  States 86 

Shipments  and  Receipts  of  principal  commodities  at  New  York,  Newark,  Hoboken,  Jersey 

City,  Perth  Amboy  and  South  Amboy 66 

Sinking  Fund  Commissioners  of  City  of  New  York   have    approved    of    improvement    of 

waterfront  of  the  City  of  New  York  with  private  capital 52,  53 

South  Amboy,  New  Jersey — Shipments  and  Receipts  of  principal  commodities  at 66 

State  and  City  of  New  York  lead  in  manufacturing 68-70 

State  Commissions  with  functions  affecting  port  matters 47-48 

State  of  New  York :     Documentary  History  of,  by  Christopher  Morgan 72 

Shipbuilding  in   86 

Number  and  tonnage  of  vessels  engaged  in  foreign    commerce    which    have    cleared 

from  ports  of 88 

[■15] 


ill 


(H 


^     * 


i 


/'y 


INDEX— Continued. 


PAGE 


Number  and  tonnage  of  vessels  engaged  in  foreign   trade   of  United   States  which 

have  entered  ports  of  the 95 

Tonnage  of    89 

Tons  of  total  movement  of  articles  on  all  canals  in    91 

Transportation  on   canals^  and  value  of  property  carried  on  same  in 92 

Waterborne  traffic  of 93 

Stability  of  Port  of  New  York 4 

Stagnation  period  in  New  York's  foreign  commerce 5 

Statistics  of  commerce  during  colonial  times — State  of  New  York 72-73 

Statistics  of  number,  gross  tons^  value,  earnings,  freight  carriage,  of  American  vessels  of 

all  types,  documented  and  undocumented  in  United  States   64 

Supremacy  of  Hamburg  as  leading  world  port  probable    17 

Table:     Average  net  tonnage  of  vessels  that  entered  leading  world  ports  in  foreign  trade. .  17 

Average  value  of  imports  and  exports  of  merchandise  at  leading  ports  of  the  world. .  17 

Distribution  of  tonnage  of  the  United  States 82 

Net  tonnage  of  vessels  that  entered  and  cleared  at  port  of  Hamburg 76 

Net  tonnage  of  vessels  that  entered  and  cleared  at  port  of  Hongkong 78 

Net  tonnage  of  vessels  that  entered  and  cleared  at  port  of  Rotterdam 78 

Net  tonnage  of  vessels  that  entered  and  cleared  at  ports  of  London  and  Liverpool. .  77 

Number  and  tonnage  of  vessels  belonging  to  northern  (New  York)  lake  ports 94 

Number  and  tonnage  of  vessels  engaged  in  foreign  trade  of  United  States 79-80 

Number  and  tonnage  of  vessels  engaged  in  foreign  trade  of  United  States  which  have 

cleared   from  ports  of  the  State  of  New  York 88 

Number  and  tonnage  of  vessels  engaged  in  foreign  trade  of  United  States  which  have 

entered  ports  of  the  State  of  New  York 95 

Number  and  tonnage  of  vessels  engaged  in  foreign  trade  of  the  United  States  which 

have  entered  ports  of  the  State  of   New  York 95 

Number  and  tonnage 'of  vessels  owned  in  the  City  of  New  York 102 

Shipments   and   receipts   of  principal  commodities    at    Hoboken,    Jersey    City,    New 

York,    Newark,    Perth   Amboy   and    South  Amboy 66 

Showing  percentages  of  growth  of  foreign  commerce  at  leading  United  States  ports  3 

Showing  trade  between  American  colonies  and  Great  Britain,  1697-1774 73 

Showing  value  of  exports  from  leading  Atlantic  and  Gulf  states 73 

The  tons  of  total  movement  of  articles  on  all  canals  of  New  York  State 91 

Tonnage  of  vessels  that  entered  at  leading  United  States  ports   5 

Tonnage  of  the  State  of  New  York 89 

Tonnage  of  vessels  that  entered  and  cleared  at  seaports  of  United  States — by  lead- 
ing states  and  ports 84,  85 

Tons  of  imports  and  exports  at  the  port  of  Hongkong    23 

Tonnage  of  the  United  States 81 

Total    documented   gross    tonnage    of   the    United  States — by  leading  ports 83 

Total  value  of  all  the  articles  moved  on  the  canals  of  New  York  State 90 

Total  value  of  imports  and   exports   of  merchandise  at  port  of  Liverpool 22 

Total  value  of  imports  and  exports  of  merchandise  at  port  of  London 21 

Total  value  of  imports  and  exports  of  merchandise  of  United  States 6 

Transportation  on  canals   of   New  York  State  and  value  of  property  carried 92 

Value  of  imports  and  exports  and  net  tonnage  of  vessels  that  entered  and  cleared  in 

foreign  trade  at  four  principal  seaports  of  the  world    15 

Value  of  imports  and  exports  of  merchandise  at  Atlantic  ports 7 

[ii6] 


V      I     4 


INDEX— Continued.  ^^^„ 

PAGE 

Value  of  imports  and  exports  of  merchandise  at    leading    United    States    ports    by 

decades   

Value  of  imports  and  exports  of  merchandise  at  port  of  Antwerp 23 

Value  of  imports  and  exports  of  merchandise  at  the  port  of  Hamburg 20 

Value  of  imports  and  exports,   State  of   New  York,  by  ports 87 

Terminal  plans  of  City  of  New  York *^>  ^^ 

The  Port  of  New  York— see  port  of  New  York— see  New  York— see  New  York  City,  Its 

boundaries  and  port  charges 104-105 

Tonnage  of  documented  vessels  at  leading  United  States  ports   83 

Tonnage  of  vessels  that  entered  and  cleared  at  seaports  of  the  United  States,  by  leading 

states  and  ports 

Tonnage  of  the  United  States *^ 

Tonnage  of  United  States — Distribution  of ^^ 

Tons  of  imports  and  exports  and  net  tons  of  vessels  in  foreign  trade  that  entered  and 

cleared  at  Rotterdam *® 

Tons  of  imports  and  exports  at  Hongkong ^^ 

Tons  of  imports  and  exports  of  merchandise  at  Hongkong    2^ 

Tons  of  total  movement  of  articles  on  all  canals  of  New  York  State 91 

Total  value  of  imports  and  exports  of  merchandise  at  port  of  London 21 

Total  value  of  imports  and  exports  of  merchandise  of  United  States • 

Trade  between  American  colonies  and  Great  Britain — 1697-1774    78 

Transportation  by  water  in  United  States 64-68 

Transportation  on  canals  of  New  York  State  and  value  of  property  carried W 

United   States:     Amount   appropriated   for   improvement  of    Rivers    and    Harbors    from 

foundation  of  Government  until  June  30,  1913,  by ♦• 

Distribution  of  tonnage  of ** 

Ferryboats  in " 

Freight  transportation — total   of   in ^ 

19 
Merchant  Marine  of 

Number  and  tonnage  of  vessels  engaged  in  foreign  trade  of   79,  80 

United  States  ports:     Percentage  of  growth  of  foreign  commerce  at  leading , . . .  3, 4,  5 

United  States :     Shipbuilding  in ** 

Tonnage  of   

Total  value  of  imports  and  exports  of  merchandise  of • 

Transportation  by  water  in 64-67 

Unrigged  craft  operating  in  and  around  New  York  Harbor ^7 

Value  of  all  the  articles  moved  on  the  canals  of  New  York  State 90 

Value  of  imports  and  exports  and  net  tonnage  of  vessels  that  entered  and  cleared  in  for- 
eign trade  at  four  leading  seaports  of  the  world 1* 

Value  of  imports  and  exports  of  merchandise :  at  Atlantic  ports    7 

IS 

at  Baltimore * 

at  Boston   '' 

at  Galveston ** 

at  leading  United  States  ports  by  decades • 

IS 

at  New  Orleans * 

at  Antwerp ** 

at  Philadelphia   ** 

Value  of  imports  and  exports.  State  of  New  York,  by  ports «7 

Value  of  imports  and  exports  of  the  United  States • 

["7] 


\      11     -^ 


ft 


I^p 


INDEX— Continued. 

PAGE 

Value  of  New  York  City's  waterfront  property — estimated    58-59 

Verazzano —   Earliest  visitor  to  waters  oV*  Port  of  New  York 70 

Vessels:     American   and   Foreign   that   cleared    from  port  of  New  York  and  countries  for 

which  cleared 99-101 

Distribution  of  tonnage  of  in  the  United  States 82 

Net  tonnage  that  entered  and  cleared  at  Antwerp    16 

Net  tonnage  that  entered  and  cleared  at  Hongkong  in  foreign  trade 16 

Net  tonnage  that  entered  and  cleared  at  port  of  Hamburg 1 5,  76 

Net  tonnage  that  entered  and  cleared  at  port  of   Hongkong    78 

Net  tonnage  that  entered  and  cleared  at  port  of  Liverpool 15,  77 

Net  tonnage  that  entered  and  cleared  at  port  of  London   1 5,  77 

Net  tonnage  that  entered  and  cleared  at  port  of   Rotterdam    78 

Net  tonnage  that  entered  and  cleared  at  ports  of  London  and  Liverpool 15,  77 

Net  tonnage  that  entered  and  cleared  at  ports  of  New  York,  London,  Liverpool  and 

Hamburg  in  foreign  trade 15 

Number  and  gross  tons  of  documented  and  undocumented  American 64 

Number  and  tonnage  belonging  to  northern  (New  York)  lake  ports 94 

Number  and  tonnage  engaged  in  foreign  commerce  which  have  cleared  from  ports  of 

State  of  New  York 88 

Number  and  tonnage  engaged  in  foreign  trade  and  countries  from  which  they  entered 

the  port  of  New  York 96-98 

Number  and  tonnage  engaged  in  foreign  trade  of  the  United  States 79,  80 

Number  and  tonnage  engaged  in  foreign  trade  of   United   States  which   have   entered 

New  York  State  ports 95 

Number  and  tonnage  owned  in  the  port  of  New  York 102 

Tonnage  in  the  State  of  New  York 89 

Tonnage  in  the  United  States  of 81 

Tonnage  that  entered  and  cleared  at  leading  States  and  ports 84-85 

Total  documented  tonnage  at  leading  United  States  ports  of 83 

Wallabout  Channel,  New  York  Harbor — Improvement  of    32,  33 

Waterbome  traflBc  of  the  port  of  New  York 65-67 

Waterbome  traffic  of  the  State  of  New  York 93 

Waterfront  improvement  in  New  York  City — How  private  property  may  be  acquired  for.  .  58,  59 

Waterfront  of  New  York  City — Ownership  and  control  of   61,  62 

Water  transportation  in  the  United  States 64-68 

Westchester  Creek,  New  York — Improvement  of 35 

Wharfage  rates  in  the  City  of  New  York 103 

World's  leading  port  in  doubt 15 

World's  leading  seaports — Rank  of — New  York  among    15 

World's  merchant  marine 19 


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